C550 POH CH 11 Al Final

Cessna Citation II Technical Manual
Chapter 11
Limitations
Table of Contents
Overview ............................................. 11-1

Airspeed Limitations ............................ 11-2
Operating Limitations ........................... 11-3
Weight Limitations.......................... 11-3
Center of Gravity Limits .................. 11-3
Takeoff and Landing Limitations ...... 11-4
Flight Load Factor Limitations ......... 11-4
Enroute Limitations ........................ 11-5
Approved Operations ...................... 11-5
Engine Operating Limitations ................ 11-6
Engine Fan .................................... 11-6
Battery and Starter

Cycle Limitations ................................. 11-7
Battery Limitation ........................... 11-7
Prolonged Ground Operations .......... 11-7
Oil Limitations .................................... 11-8

Approved Oils ................................ 11-8
Fuel Limitations .................................. 11-9

Approved Fuels .............................. 11-9
Fuel Temperature and
Density Limitations ....................... 11-10
Maximum Fuel Imbalance ............. 11-10
Limitations, continued
Table of Contents
Hydraulic Fluid Limitations ............... 11-10
Flight Crew Limitations ..................... 11-11
Cabin Limitations ............................. 11-11
Pressurization Differential ................. 11-11
Pressurization Source Selector ......... 11-11
Icing Limitations .............................. 11-12
Thrust Reversing Limitations ............. 11-13
Oxygen System ................................ 11-13

Autopilot.......................................... 11-14
HF/ADF System ............................... 11-14
Baggage Limitations ......................... 11-14

Baggage Compartment
Weight Limitations........................ 11-14
Baggage Compartment
Volume Limitations ..................... 11-14
Overview
This chapter provides a comprehensive listing of operational

limitations for the safe operation of the Citation II airplane, its
engines, systems, and equipment.
Note: The limitations given in this section are for training pur-
poses only. Consult your Pilot’s Operating Handbook for limita-
tions specific to the year, model and serial number of your
airplane.
LIMITATIONS 03/09 FOR TRAINING PURPOSES ONLY 11-1

Airspeed Limitations
Airspeed 550-0627 and After 550-0626 and Earlier 550-0626 and Earlier
(not incorporating SB550-32-14) (incorporating SB550-32-14)
Maximum Operating Speed

MMO (Mach)
Above 28,000 Feet N/A 0.705 Mach 0.705 Mach
Above 30,500 Feet 0.705 Mach N/A N/A
Maximum Operating Speed

VMO (Knots)
14,000~28,000 Feet N/A 262 KIAS 277 KIAS
Below 30,500 Feet 262 KIAS N/A N/A
14,000~30,500 Feet N/A 262 KIAS 262 KIAS
(11,000 LB ZFW)
Below 14,000 Feet N/A 262 KIAS 262 KIAS
Maneuvering Speed
Per Sec II of FAA Approved Airplane Flight Manual
VA
Maximum Flap
Extended Speed
VFE (Knots)
15° Flaps 202 KIAS 202 KIAS 202 KIAS
40° Flaps 176 KIAS 176 KIAS 176 KIAS
Maximum Landing Gear

Operating Speed
VLO (Knots)
Extend 250 KIAS 176 KIAS 250 KIAS
Retract 200 KIAS 176 KIAS 200 KIAS
Maximum Landing Gear

Extended Speed
VLE (Knots) 262 KIAS 176 KIAS 277 KIAS
Maximum Speed Brake

Operating Speed
VSB (Knots) No Limit No Limit No Limit
Minimum Controllable
Airspeed
VMCA (Knots) 77 KIAS 77 KIAS 77 KIAS
Minimum Controllable
Ground Speed
VMCG (Knots) 62 KIAS 62 KIAS 62 KIAS
Maximum Tire
Ground Speed 165 KIAS 165 KIAS 165 KIAS
Autopilot Operation
Above 14,000 Feet N/A 262 KIAS/0.705 Mach 262 KIAS/0.705 Mach
Below 14,000 Feet N/A 262 KIAS 262 KIAS
Above 30,500 Feet 262 KIAS/0.705 Mach N/A N/A
Below 30,500 Feet 262 KIAS/0.705 Mach N/A N/A
11-2 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 11 03/09

Operating Limitations
Weight Limitations
550-0550 ~ 550-0626:
Maximum Ramp Weight ................... 13,500 LBS
Maximum Takeoff Weight ................. 13,300 LBS
Maximum Landing Weight ................ 12,700 LBS
Maximum Zero Fuel Weight .............. 11,000 LBS
(550-0505 and earlier: 9500 LBS – standard,
11,000 LBS optional)
550-0627 and after:

Maximum Ramp Weight ................... 14,300 LBS
Maximum Takeoff Weight ................. 14,100 LBS
Maximum Landing Weight ................ 13,500 LBS
Maximum Zero Fuel Weight .............. 11,000 LBS
Note: Maximum takeoff and landing weights may be addition-

ally restricted due to altitude, temperature and field length.
Center of Gravity Limits
550-0626 and earlier:

Forward Limit:
8540 LBS or less ............................... 276.10 inches
aft of reference datum.
13,300 LBS or less ............................ 279.80 inches
Aft Limit: ............................................ 285.8 inches
550-0627 and after:
Forward Limit:
8540 LBS or less ............................... 276.10 inches
Aft Limit:
Note: It is the responsibility of the pilot to ensure that the air-

plane is loaded properly. Refer to Weight and Balance Data
Sheet for proper loading instructions.

Takeoff and Landing Limitations
Maximum Altitude................................... 14,000 Feet

Max Tailwind Component (<0626) ......... 10 Knots
Crosswind Component (>0627) ............. 23 Knots
Maximum Runway
Water/Slush Accumulation ..................... 0.4 Inches
Maximum Ambient
Temperature ........................................... ISA + 39°C (130°F)
Minimum Ambient
Temperature ........................................... -54°C (-65°F)
Note: Autopilot and yaw damper must be OFF for takeoff and
landing. Vertical navigation system must be OFF below 500 feet
AGL.
Flight Load Factor Limitations
550-0626 and earlier at 13,300 LBS maximum takeoff weight

Flaps Up ........................................... + 3.8G, -1.52G
Flaps Down ....................................... + 2.0G, 0.0G
Landing ............................................. + 3.5G
550-0627 and after at 14,100 LBS maximum takeoff weight

Flaps Up ........................................... + 3.8G, -1.52G
Flaps Down ....................................... + 2.0G, 0.0G
Landing ............................................. + 3.38G at 13,500 LB
landing weight
Note: These accelerations limit the angle-of-bank in turns and

severity of pullup maneuvers.
Note: This airplane is certificated in the normal category. The

normal category is applicable to aircraft intended for non-aero-
batic operations. Aerobatic maneuvers and spins are prohib-
ited. No intentional stalls are permitted above 25,000 feet or at
any altitude with engine speeds between 61.0% and 65% N1.

Enroute Limitations
550-0626 and earlier

not incorporating SB55-54-4:
Maximum Operating Altitude ............ 43,000 Feet
Temperature Limits ........................... ISA +39°C
Generator Load
Up to 25,000 Feet .......................... 400 Amps
Above 25,000 Feet ........................ 250 Amps
incorporating SB55-54-4:
Generator Load
Up to 35,000 Feet .......................... 400 Amps
Above 35,000 Feet ........................ 325 Amps
550-0627 and after:

Generator Load
Up to 35,000 Feet .......................... 400 Amps
Above 35,000 Feet ........................ 325 Amps
Note: Maximum enroute operating temperature limit is ISA

+39°C ambient temperature adjusted for ram rise or indicated
outside air temperature (IOAT), whichever is less.
Approved Operations
The Citation II is approved for the following types of operation

when the required equipment is installed and operational as
defined within the Federal Aviation Regulations:
1. VFR day
2. VFR night
3. IFR day including Category I and Category II approaches
4. IFR night including Category I and Category II
approaches
5. Flight into known icing conditions

Engine Operating Limitations
Number of Engines ........................... 2

Engine Manufacturer ........................ Pratt & Whitney Canada, Inc.
Engine Model .................................... JT15D-4
Engine Type ...................................... Medium-bypass, axial-flow turbofan
Engine Bypass Ratio ......................... 2.7 to 1
Engine Thrust Rating ........................ 2500 LBS each
100%=32,760 100%=15,904
N2 N1
Thrust Time Limit Maximum Oil Pressure Oil Temp.

Setting Minutes ITT C RPM % RPM % PSIG (2) C
Takeoff 5 700 (4) 31,450 96 16,540 104 (6) 70 - 85 (5) 10 - 121
Maximum
Continuous 680 31,450 96 16,540 104 (6) 70 - 85 0 - 121
Continuous
Maximum
Continuous 670 31,450 96 16,540 104 (6) 70 - 85 0 - 121
Cruise
16,000 49.0 35
Idle Continuous 580 --- --- -40 - 121
(min) (3) (min)
-40
Starting (6) --- (1) --- --- --- --- ---
(min)
Transient
(<0626) --- 700 (4) 31,450 96 16,540 104 (5) 0 - 121
Acceleration --- 700 31,450 96 16,540 104 --- 0 - 121
(>0627)
1. Maximum ITT limited to 2-seconds during engine start.

2. Normal oil pressure is 70 to 85 PSIG at engine speeds above 60% N2. Oil pressures under 70
PSIG are undesirable, and are allowed only under emergency conditions in order to complete a
flight. Oil pressures below 35 PSIG are unsafe and require engine shut down, or landing as soon as
possible using minimum power required to sustain flight.
3. Idle turbine RPM is 49, ±0.5% with ignition on. A minimum decrease of 0.5% will be noted with
ignition off.
4. ITT indications in excess of 700°C during takeoff or in excess of 680°C for more than 5 minutes
require reference to the Engine Maintenance Manual.
5. The maximum transient oil pressure can be 95 PSIG for 90-seconds.
6. Refer to the appropriate thrust setting charts for percent fan RPM (N1) setting.
Engine Fan
To ensure accurate fan speed thrust indication, the fan must be

inspected for damage prior to each flight.

Battery and Starter Cycle Limitations
Whether powered by battery, external power unit, or cross start

with generator assist, starter operation is limited to three engine
start attempts per 30-minute period, with a minimum 30-second
rest period between cycles.
Battery cycling is limited to three engine start attempts per

hour.
Battery Limitation
1. If battery limitation is exceeded, a deep cycle, including a

capacity check, must be accomplished to detect possible
cell damage. Refer to Chapter 24 of the Maintenance
Manual for procedure.
2. Three generator assisted cross starts are equal to one bat-
tery start.
3. If an external power unit is used for start, no battery cycle is
counted.
4. Use of an external power source with voltage in excess of
28 VDC or current in excess of 1000 amps, may damage
the starter.
Note: Starting ITT exceeding 500°C should be investigated in

accordance with Maintenance Manual.
Note: If the BATT O’HEAT (BATT O’TEMP, 550-0627 and after)

annunciator illuminates during ground operation, do not take off
until after the proper maintenance procedures have been ac-
complished.
Prolonged Ground Operations
Continuous engine ground static operation up to and including

five minutes at takeoff thrust is limited to ambient temperatures
not to exceed ISA + 39°C. Continuous ground operation of the
starter-generator above 325 amps is prohibited. Limit ground
operation of pitot/static heat to two minutes to preclude dam-
age to the pitot/static heater. Operation in the GND bleed mode
at power settings greater than 70% N2 for the right engine is
prohibited.

Oil Limitations
Approved Oils
Mobile Jet Oil II or 254, Exxon Turbo Oil 2380, Aeroshell Tur-
bine 560 or 500, Castrol 5000, and Royco Turbine Oil 560 or
500. In addition, The engine should be serviced with approved
synthetic oils listed in the most current revision of P&WC SB
7001.
Caution: When changing from an existing lubricant formulation

to a “third generation” lubricant formulation (Aero Shell/Royco
Turbine Oil 560 or Mobile Jet 254) the engine manufacturer
strongly recommends that such a change should only be made
when an engine is new or freshly overhauled. For additional
information on use of third generation oils, refer to the engine
manufacturers pertinent oil service bulletins.
Note: Do not mix types or brands of oil.
Should it be necessary to replenish oil consumption loss when

oil of the same brand (as contents in tank) is unavailable, then
the following requirements apply:
1. The total quantity of added oil does not exceed two US

quarts in any 400-hour period.
2. If it is required to add more than two US quarts of dissimilar
oil brands, drain and flush complete oil system and refill with
an approved oil in accordance with Engine Maintenance
Manual instructions.
Should oils of non-approved brands or of different viscosities

become intermixed, drain and flush complete oil system and
refill with an approved oil in accordance with Engine Mainte-
nance Manual instructions.
Note: Minimum starting oil temperature is -40°C.

Fuel Limitations
Approved Fuels
The following approved fuels comply with the latest revision of

Pratt & Whitney Canada Specification 204 and Pratt & Whitney
Canada Service Bulletin 7144R14.
Approved fuels are JET A, JET A-1, JET B, JP-4, JP-5, or JP-8,
all with 0.15% PFA55MB anti-icing additive in solution. When
preblended fuel is not available, anti-icing additives conforming
to MIL-I-27686E (Ethylene Glycol Monomethyl Ether (EGME)) or
MIL-I-85470 (Diethylene Glycol Monomethyl Ether (DIEGME))
specifications such as “Prist” may be introduced directly into
the nozzle fuel stream during servicing. Concentrations of less
than 0.06% (20 fluid ounces of additive per 260 gallons of fuel
or more) may be insufficient to prevent fuel system icing or
microbiological contamination. Conversely, concentrations of
more than 0.15% (20 fluid ounces of additive per 104 gallons of
fuel or less) could cause damage to internal components of the
fuel system or erroneous fuel quantity indications.
Caution: EGME and DIEGME are aggressive chemicals and

should not exceed 0.15% of fuel volume. Improperly handled,
these materials will damage the epoxy primer and sealants
used in the fuel tanks, O-ring seals, and any part of the
airplane’s exterior finish with which it comes in contact.
Warning: Anti-icing additives containing EGME or DIEGME are

harmful if inhaled, swallowed, or absorbed through the skin,
and will cause eye irritation. Refer to all instructions and warn-
ings regarding toxicity and flammability before using these
materials.
All grades of aviation gasoline (AVGAS) conforming to MIL-G-

5572 specifications are approved for use under emergency
circumstances only. If used during flight, boost pumps should
be activated and airplane altitude should not exceed 18,000
feet. Use of AVGAS is limited to no more than 3500 US gallons
or 50 hours of engine operation during any period between
engine overhaul. For record keeping purposes, 1 hour of en-
gine operation may be considered equivalent to 70 US gallons.

Fuel Temperature and Density Limitations
Approved Fuel Types

Jet A, A-1,
A-2, Jet B, Aviation
JP-5, -8 JP-4 Gasoline
Minimum Fuel
Temperature
(Takeoff) -40°C -54°C -54°C
(Starting) -40°C -54°C -54°C
Maximum
Fuel Temperature +50°C +50°C +32°C
Maximum Altitude 43,000’ 43,000’ 18,000’
Fuel Control Density
(Adjustment for
Optimum Engine
Acceleration) 0.81 0.79 0.73
Maximum Fuel Imbalance
Maintaining fuel load symmetry during servicing is unneces-

sary; however, the maximum permissible asymmetry is 600
LBS during normal flight operations.
Hydraulic Fluid Limitations
The only approved hydraulic fluids are Skydrol 500A, B, B-4, C,

or LD-4 or Hyjet W, Hyjet III, IV, or IVA.

Flight Crew Limitations
Minimum flight crew required for Category I operations is one

pilot who holds a C-500 type rating and who satisfies require-
ments of FAR 61.58 for two-pilot operation, and one copilot who
holds a multi-engine rating and satisfies requirements of FAR
61.55. Category II operation requires a pilot and copilot who
both satisfy requirements of FAR 61.3.
Cabin Limitations
For takeoff and landing, all seats must be upright and outboard.
The seat adjacent to the emergency exit must be fully tracked
toward the rear of the airplane to ensure unobstructed access
to the emergency exit.
To meet smoke detection criteria, the cabin (OVHD) fan must

be operating any time the aft cabin privacy curtain is closed. If
the fan is inoperable, the curtain must remain open unless the
toilet is in use.
Pressurization Differential
Normal (both valves) .............................. 0.0 to 8.8 PSI ±0.1 PSI
Pressurization Source Selector
On airplanes 550-0481 and earlier, 0483 and 0484, operation in

BOTH HI mode is not approved for takeoff, landing or at high
power settings.

Icing Limitations
All anti-ice systems must be activated when operating in visible

moisture at indicated outside air temperatures (IOAT) between
+10°C (50°F) and -30°C (-22°F). The surface deice system
should be activated when ice accumulations of at 1/4” to 1/2”
are observed on the leading edge of either outboard wing. Acti-
vation of the system with accumulations of less than 1/4” may
result in ice bridging on the wing. Accumulations greater than
1/2" may exceed the system's ice removal capabilities. Opera-
tion and/or testing of the system at IOAT below -40°C (-40°F)
may result in boot cracking or failure of the boots to fully deflate.
The aircraft must be clear of all deposits of snow, ice, and frost
adhering to the lifting and control surfaces immediately prior to
takeoff.
Prolonged flight in severe icing conditions should be avoided

as this may exceed the capabilities of the aircraft ice protection
systems.
Note: Isopropyl alcohol conforming to TT-I-735 should be used

for windshield ice protection.

Thrust Reversing Limitations
During landing roll, reverse thrust power must be reduced to

idle (thrust reverser levers at the idle reverse detent position)
when airplane speed reaches 60 KIAS.
Maximum reverse thrust is limited to 94% N1 at ambient tem-

peratures above -18°C or 92% N1 at ambient temperatures
below -18°C.
Maximum allowable thrust reverser deployed time is 15 minutes

in any 1-hour period.
Deployment of thrust reversers is prohibited when the aircraft is

operating on sod, dirt, or gravel runways.
The drag chute may not be released while thrust reversers are
deployed.
Oxygen System
The standard diluter demand oxygen mask qualifies as a

quick-donning mask only if it is positioned around the neck.
The optional crew oxygen mask is a sweep-on diluter demand

mask with selectable pressure breathing. The sweep-on mask
qualifies as a quick-donning mask only if it is properly stowed.
Note: Headsets, eyeglasses or hats worn by the crew may in-

terfere with the quick-donning capabilities of the optional oxy-
gen masks.

Autopilot
During autopilot operation, either the pilot or copilot must be

seated in the flight compartment with seat belt fastened.
The autopilot torque monitor must be functionally tested; if

torque monitor functional test is not successful and/or if the
[AP TORQUE] annunciator does not illuminate, autopilot opera-
tion is prohibited above 14,500 feet.
Continued autopilot operation is prohibited following abnormal

operation or malfunctioning prior to corrective maintenance.
HF/ADF System
The ADF bearing information may be erratic when keying the

HF transmitter. Should this occur, disregard the ADF bearing
during periods of transmission.
Baggage Limitations
Baggage Compartment Weight Limitations
Maximum nose baggage

compartment load .................................. 350 LBS
Maximum cabin baggage
Maximum tailcone baggage
Baggage Compartment Volume Limitations
Maximum nose baggage

compartment volume ............................. 17 cubic feet
Maximum cabin baggage
Maximum tailcone baggage

Chapter 12
Emergency Procedures
Table of Contents
Overview ............................................. 12-1

Engine Emergency Procedures .............. 12-2
Engine Fire ......................................... 12-9
Inadvertent Thrust Reverser
Deployment ...................................... 12-10
Electrical System Abnormal
Procedures (550-0626 and earlier) ..... 12-13
Loss of Both Generators ................... 12-16
Battery Overheat ............................... 12-18
AC Power Failure ............................... 12-20
Autopilot Hardover ............................. 12-21
Environmental System
Abnormal Procedures ......................... 12-22
Emergency Descent ........................... 12-23
Spins ............................................... 12-26
Ditching ............................................ 12-27
Forced Landing ................................. 12-28
Electrical System Abnormal
Procedures (550-0627 and after) ....... 12-29
Battery Overheat ............................... 12-32
Loss of Both Generators ................... 12-36
AC Power Failure ............................... 12-38
Environmental System
Abnormal Procedures ......................... 12-41
Emergency Descent ........................... 12-43
Autopilot Hardover ............................. 12-45
Overview
This chapter provides procedures recommended by the manu-

facturer for various emergency situations that may be encoun-
tered during operation of the Cessna Citation II. The
procedures are per the Operating Manual(s) for the corre-
sponding serial number range(s) of airplanes, however, their
use in this manual is for training purposes only.
The appropriate Operating Manual, FAA approved Airplane

Flight Manual (AFM), Pilot’s Check List, and/or related publica-
tions should be refered to for normal, abnormal, and emer-
gency procedures specific to your airplane.
A thorough understanding of the airplane’s systems and their

interrelationships is essential to successfully respond to emer-
gency situations. It is suggested that the corresponding
chapter(s) in this manual be referenced for specific systems
descriptions.
Immediate action or “commit to memory” items for each proce-

dure are identified by bold type within a shaded box. Notes,
Cautions, and Warnings are provided to amplify the
procedures.
EMERGENCY PROCEDURES 03/09 FOR TRAINING PURPOSES ONLY 12-1

Engine Emergency Procedures
Engine Failure or Fire During Takeoff

(without thrust reversers)
SPEED BELOW V1 – TAKEOFF SHOULD

NORMALLY BE ABORTED:
1. Brakes .......................................... AS REQUIRED

2. Throttles ....................................... IDLE
3. Speed Brakes................................ EXTEND
IF ENGINE FIRE:
4. Accomplish Engine Fire Procedures.
IF ENGINE FAILURE:
4. Accomplish Engine Failure/Precautionary
Shutdown Procedure.
Note: To obtain maximum braking performance from the anti

skid system, it is required that the pilot apply continuous maxi-
mum effort (no modulation) to the brake pedals.
Note: The takeoff field lengths assume that the pilot has maxi-
mum effort applied to the brakes at the scheduled V1 speed
during the aborted takeoff.
SPEED ABOVE V1 – TAKEOFF SHOULD NORMALLY

BE CONTINUED:
1. After establishing a positive rate of climb, retract landing

gear (and climb at V2, airplanes 550-0626 and earlier).
2. At 400 feet, retract the flaps at V2 + 10 and
accelerate to VENR.
IF ENGINE FIRE:
IF ENGINE FAILURE:
Shutdown Procedure.

Engine Failure or Fire During Takeoff (with thrust reversers)
SPEED BELOW V1 – TAKEOFF SHOULD

NORMALLY BE ABORTED:

2. Throttles ....................................... IDLE
4. Thrust Reverser ............................. DEPLOY on
unaffected engine.
5. Reverser Indicator Lights ................. CHECK illumination of
ARM, UNLOCK, and DEPLOY lights.
6. Thrust Reverser ............................... REVERSE power on
the unaffected engine.
IF ENGINE FIRE:
IF ENGINE FAILURE:
Shutdown Procedure.
Note: To obtain maximum braking performance from the anti-

skid system, it is required that the pilot apply continuous maxi-
mum effort (no modulation) to the brake pedals.
Note: The takeoff field lengths assume that the pilot has maxi-
mum effort applied to the brakes at the scheduled V1 speed
during the aborted takeoff.
SPEED ABOVE V1 – TAKEOFF SHOULD

NORMALLY BE CONTINUED: (550-0627 and after)
1. After establishing a positive rate of climb, retract

landing gear.
2. At 400 feet, retract the flaps at V2 + 10 and
accelerate to VENR.
IF ENGINE FIRE:
IF ENGINE FAILURE:
Shutdown Procedure.

Engine Failure/Precautionary Shutdown
1. Throttle (affected engine) ................ OFF

Any one or more of the following indications might sug-
gest a precautionary shutdown: abnormal or rising ITT,
engine vibration, fluctuating or abnormally high or low N1
or N2, abnormal oil pressure or temperature, or erratic
fuel flow. Circumstances will normally dictate whether to
continue to operate the engine with possible further
damage or shut it down.
2. Ignition (affected engine) ................. OFF
3. Engine Synchronizer ........................ OFF
4. Generator (affected engine) ............ OFF
5. Electrical Load ................................. REDUCE as required.
Airplanes 550-0114 and earlier, 0127, 0296 and after,
and 0115~0126 and 0128~0295 incorporating SB550-
54-4: 400 amps maximum up to 35,000 feet, 325 amps
maximum above 35,000 feet.
Airplanes 550-0115~0126 and 0128~0295 not incorpo-

rating SB550-54-4: 400 amps maximum up to 25,000
feet, 250 amps maximum above 25,000 feet.
6. Fuel Crossfeed................................. AS REQUIRED

Do not exceed asymmetric fuel load of 600 LBS
(550-0626 and earlier) or 200 LBS (550-0627 and after).
IF NO FIRE:
7. Firewall Shutoff................................. OPEN
8. Fuel Boost Pump.............................. ON
Note: If no fire hazard exists, leave firewall shutoff open and

turn boost pump ON to prevent damage to engine fuel pump. If
engine windmills with firewall shutoff CLOSED or with no indica-
tion of oil pressure, refer to engine maintenance manual.
9. Refer to Emergency Restart, One Engine or Single Engine

Approach and Landing Procedures.

Engine Failure During Coupled Approach
1. Power (operating engine) .............. INCREASE as required.

Only a small power increase will be required to maintain
approach speed and correct rate of descent.
2. Autopilot and Yaw Damper ............ OFF
3. Airspeed ....................................... VREF + 10 KIAS
Accelerate to VREF + 10 before raising flaps.
4. Rudder Trim .................................. TRIM toward operating
engine. The yaw change will be relatively small since
the operating engine is at an approach power setting.
5. Flaps ........................................... T.O. & APPR
IF ENGINE FIRE:
7. Accomplish Engine Fire Procedure.
8. Passenger Advisory Lights .............. PASS SAFETY
9. Passenger Seats .............................. CHECK full upright,
outboard and positioned aft or forward to clear exit
doors.
10. Seats, Seat Belts and
Shoulder Harnesses ........................ SECURE
Check Seats locked in the desired position. Check seat
belts snug and shoulder harnesses latched to the
buckle.
11. Fuel Crossfeed................................. CHECK
12. Ignition (operating engine) .............. ON
13. Landing Gear ................................... DOWN and LOCKED
14. Anti-Skid .......................................... CHECK ON
15. Annunciator Panel............................ CHECK
With one engine shut down by the throttle, the appropri-
ate [OIL PRESS WARN] and [HYD FLOW LOW] annun-
ciators (550-0550 and after), or [OIL PRESS LO] and
[HYD PRESS LOW] annunciators (550-0505 and earlier),
and [GEN OFF] annunciator will be illuminated. If low fuel
pressure causes automatic boost pump activation prior
to shut down by the throttle, the appropriate [FUEL
BOOST ON] annunciator will also be illuminated. If auto-
matic boost pump activation does not occur prior to shut
down by the throttle, the appropriate [FUEL LOW
PRESS] (550-0550 and after) or [FUEL PRESS LO] (550-
0505 and earlier) annunciator will be illuminated instead.

With one engine shut down by the firewall shutoff switch,
the appropriate [OIL PRESS WARN], [HYD FLOW LOW],
and [FUEL LOW PRESS] annunciators (550-0550 and
after), or [OIL PRESS LO], [HYD PRESS LOW], and
[FUEL PRESS LO] annunciators (550-0505 and earlier),
and the [F/W SHUTOFF] and [GEN OFF] annunciators
will be illuminated. If the boost pump is automatically
activated by low fuel pressure, the appropriate [FUEL
BOOST ON] annunciator will also be illuminated. Should
this occur, the corresponding FUEL BOOST switch
should be positioned to OFF. If the [MASTER WARNING]
light is flashing, it should be extinguished to reduce dis-
traction.
16. Flaps ............................................... LAND

(when landing assured)
At the pilot’s discretion, flaps may be left at T.O. & APPR
or lowered to LAND. If T.O. & APPR flaps are used,
maintain VREF + 10 KIAS or “on speed” angle-of-attack (if
optional AOA indicator installed). LAND flaps are used
under most conditions since little pitch change is en-
countered when they are selected and touchdown
speed can be reduced.
17. Airspeed .......................................... VREF
18. Pressurization .................................. CHECK ZERO
DIFFERENTIAL
Passing approximately 500 feet above ground level
(AGL), check the cabin differential pressure near zero. If
it is in excess of about one half PSI, select a higher cabin
altitude and adjust RATE to ascend the cabin. Differen-
tial pressure should be at zero for landing. Any pressure
existing at touchdown will be dumped by the outflow
valves (actuated by the left main gear squat switch) and
may cause discomfort.
If landing above 12,000 feet pressure altitude, turn the
OXYGEN CONTROL VALVE to CREW ONLY and turn
pressurization bleed air OFF to preclude passenger
mask deployment.
19. Speed brakes .................................. RETRACTED prior to
50 feet.
Note: Do not allow Turbine RPM (N2) to be less than 49%.

Emergency Restart – One Engine
FOLLOWING SHUTDOWN, WITH STARTER ASSIST:

1. Throttle ............................................. OFF
2. Generator ......................................... GEN
3. Firewall Shutoff................................. CHECK OPEN
4. Ignition ............................................. ON
5. Start Button ...................................... PRESS momentarily.
Generator cross start is disabled with weight off the left
main gear squat switch to preclude generator damage
from excessive N2 on the operating engine.
6. Throttle ............................................. IDLE at 8-10% N2
7. Engine Instruments .......................... MONITOR
Maximum start ITT 700°C for two seconds.
8. Ignition ............................................. NORM
9. If Start Does Not Occur.................... PRESS starter
disengage switch.
FOLLOWING SHUTDOWN – WINDMILLING WITH AIRSPEED

ABOVE 200 KIAS:
1. Throttle ............................................. OFF
3. Ignition ............................................. ON
4. Boost Pump ..................................... ON
Associated engine ignition and boost pump switches
must be selected ON since automatic sequencing and
selection of these functions does not occur when the
start button is not utilized.
5. Throttle ............................................. IDLE
With airspeed maintained above 200 KIAS, throttle
should be brought to IDLE. An N2 of 8-10% is not
required.
6. Engine Instruments .......................... MONITOR
After engine stabilizes:
7. Boost Pump and Ignition ................. NORM
It may be necessary to select the associated generator
RESET position momentarily to reinstate the generator
following a windmilling airstart. Maximum start ITT
700°C for two seconds.
8. Generator ......................................... GEN

Emergency Restart – Two Engines
1. Ignition ......................................... BOTH ON

2. Boost Pumps ................................ BOTH ON
Engine ignition and boost pump switches must be se-
lected ON since automatic sequencing and selection of
these functions does not occur when the start button is
not utilized.
3. Throttles ....................................... IDLE
Throttles remain at idle for attempted immediate
light-off.
4. If Altitude Allows ........................... INCREASE AIRSPEED
to 200 KIAS. Possibilities of immediate start are in-
creased if airspeed is over 200 KIAS.
6. All Anti-ice Switches ........................ OFF
They are turned OFF to minimize engine bleed air loss.
IF NO START IN TEN SECONDS:

7. Either Start Button ............................ PRESS momentarily.
Attempt a starter assist restart if altitude and time permit.
Maximum Glide – Emergency Landing (550-0626 and earlier)
1. Airspeed .......................................... BEST GLIDE AT

9500 LBS - 120 KIAS. Increase speed 3 KIAS for each
500 LB increase in weight.
2. Flaps ............................................... UP
3. Speed Brakes .................................. RETRACT
4. Landing Gear ................................... UP
5. Transponder .................................... EMERGENCY
6. ATC ............................................... ADVISE
7. Passenger Advisory Switch ............. PASS SAFETY
8. Shoulder Harness ............................ SECURE
9. Landing Gear, Speed Brakes,
and Flaps ......................................... AS REQUIRED
for landing anticipated.

Engine Fire (engine fire annunciator/switch illuminated)
1. Throttle (affected engine) .............. IDLE

IF ANNUNCIATOR REMAINS ILLUMINATED:
2. Engine Fire
Annunciator/Switch ...................... LIFT COVER and PUSH.
Cuts off fuel to engine, hydraulic fluid supply to engine-
driven pump, trips the generator field, positions a valve
to allow both bottles to be fired into the affected engine
and illuminates the bottle armed lights.
3. Either Illuminated Bottle
Armed Annunciator/Switch ........... PUSH
4. Ignition ............................................. NORM
If ignition is ON, return the switch to NORM.
6. Reduce Electrical Load ................... AS REQUIRED

7. Boost Pump ..................................... OFF
If pump is ON, return the switch to OFF.
IF FIRE WARNING ANNUNCIATOR ILLUMINATED

AFTER 30-SECONDS:
8. Remaining Illuminated Bottle
Armed Annunciator/Switch .............. PUSH
9. Land as soon as possible.
IF ANNUNCIATOR EXTINGUISHED AND SECONDARY

INDICATIONS ARE NOT PRESENT:

Inadvertent Thrust Reverser Deployment
Inadvertent Deployment of Thrust Reversers During Takeoff
SPEED BELOW V1 – TAKEOFF SHOULD BE ABORTED:

2. Throttles ....................................... IDLE
4. Thrust Reversers ........................... BOTH DEPLOY
5. Reverser Indicator Annunciators ..... CHECK illumination of

ARM, UNLOCK and DEPLOY annunciators.
6. Thrust Reversers .............................. REVERSE power on
both engines.
SPEED ABOVE V1 – TAKEOFF SHOULD NORMALLY

BE CONTINUED:
1. Emergency Stow Switch ................ ACTUATE on

affected engine.
2. After establishing a positive rate-of-climb, retract landing
gear. Do not exceed 125 KIAS until thrust reverser stows.
3. At 400 feet, retract flaps at V2 + 10 and accelerate. Do not

exceed 200 KIAS after thrust reverser stows.
4. Land as soon as practical.
IF THRUST REVERSER WILL NOT STOW:

5. Thrust Reverser Circuit Breaker ....... CHECK in
6. Throttle (affected engine) ................ CUTOFF
7. Airspeed .......................................... MAINTAIN 150 KIAS
or below.
8. Refer to Abnormal Procedures for landing.

Inadvertent Deployment of Thrust Reversers In Flight
1. Reverser Indicator Annunciators .... CHECK illumination of

ARM, UNLOCK and DEPLOY annunciators.
2. Affected Throttle ........................... CHECK idle
affected engine.
4. Airspeed ....................................... REDUCE to 125 KIAS
(115 KIAS with flaps extended) or below. After thrust
reverser stows, do not exceed 200 KIAS.
5. Reverser Indicator Annunciators:

UNLOCK and DEPLOY
Annunciator ..................................... EXTINGUISHED
ARM and HYD PRESS ON
Annunciator ..................................... ILLUMINATED
Note: If thrust reverser is stowed, engine may be operated nor-

mally. Thrust reverser cannot be used during landing if emer-
gency stowed.
IF THRUST REVERSER WILL NOT STOW:

8. Throttle (affected engine) ................ CUTOFF
or below.
10. Refer to Single Engine Approach and
Landing Procedures.

Thrust Reverser UNLOCK Annunciator Illuminated In Flight

affected engine.
2. Thrust Reverser Levers .................. CHECK thrust
reverser levers at stowed (full forward) position.
IF ANNUNCIATORS WILL NOT EXTINGUISH:

4. Maintain 200 KIAS or below.
Thrust Reverser ARM Annunciator Illuminated In Flight

(550-0626 and earlier)
1. Thrust Reverser Levers .................... CHECK stowed

(full forward)
2. Emergency Stow Switch .................. VERIFY OFF
IF ARM ANNUNCIATOR STILL ILLUMINATED:

or below.
4. HYD PRESS ON Annunciator ........... CHECK
IF HYD PRESS ON ANNUNCIATOR ILLUMINATED

(T/R ISOLATION VALVE IS OPEN):
5. Affected Thrust Reverser
Circuit Breaker ................................. PULL
6. Land as soon as possible (affected T/R should be
inoperative).
IF HYD PRESS ON ANNUNCIATOR NOT ILLUMINATED

(PROBABLE PRESSURE SWITCH PROBLEMS):
Note: With a thrust reverser circuit breaker pulled, the emer-

gency stow system of the opposite reverser is deactivated.

Electrical System Abnormal Procedures

Electrical Fire or Smoke
1. Oxygen Masks and

Oxygen MIC Switches ................... AS REQUIRED.
Ensure selector is on 100% oxygen when masks are used.
Ensure oxygen MIC switch is in MIC OXY MASK position.
2. Pressurization Source Selector: ....... NORM

(airplanes 550-0481, and 550-0485~0626)
Pressurization Source Selector: ....... BOTH HI
(airplanes 550-0481 and earlier, 550-0483, and 550-0484)
KNOWN SOURCE OF FIRE:

3. Isolate faulty circuit. Pull circuit breaker to remove power
from faulty equipment.
UNKNOWN SOURCE OF FIRE:

3. Flood Lights ..................................... FULL BRIGHT
4. Battery Switch .................................. EMER
Will have COMM 1, NAV 2, copilot’s HSI and cockpit
floodlights after generators turned off.
5. Generators ....................................... OFF
With the battery switch in the emergency position and
the generators off, power is supplied for approximately
30-minutes to COMM 1, NAV 2, overhead floodlights and
copilot’s HSI.

Caution: When landing with emergency power (Battery Switch-
EMER and both generators off), the following are not available:
a. The landing gear normal operation is not available. The

landing gear must be lowered using the blowdown system
and the landing gear warning lights will not illuminate.
b. The flaps will not operate. If not previously in landing posi-
tion, a flaps inoperative landing must be made.
c. The anti-skid/power brake system is inoperative. Only the
emergency brake system is available.
d. The engine anti-ice valves will be open. Refer to anti-ice on
thrust charts.
e. The outside air temperature gage is not reliable, so use
caution when applying power (except for go-around where
ground temperatures can be used).
f. All engine instruments except the vertical tape N1 will be
inoperative. The vertical tape N1 will indicate erratically
below approximately 50% N1, but will give reliable indica-
tions above 50% N1.
6. MIC Selector .................................... EMER/COMM 1

Must be in the EMER/COMM 1 position to transmit when
operating on emergency battery, and pilot must wear
headset to receive.
7. Receiver Select ................................ COMM 1 to HDPH
(550-0356~0626)
(required only if AUTO SELECT is OFF)
8. All Electrical Switches ...................... OFF
9. Windshield Bleed Air
Manual Valves.................................. OFF
With electrical power lost, the windshield bleed air
shutoff valve will fail open. The bleed air manual valves
are closed to prevent an excessive volume of high
temperature air from reaching the windshield.
10. DC Power RH Bus............................ PULL No. 1,2,3 CB’s
11. RH CB Panel Circuit Breaker
(LH Panel) ........................................ PULL
12. AC Inverter No. 1 Circuit Breaker
(LH Panel) ........................................ PULL
13. Land as soon as practical (within 30-minutes).

IF SEVERITY OF SMOKE WARRANTS:

13. Initiate Smoke Removal and/or Emergency Descent
procedures. Land as soon as possible.
WHEN LANDING ASSURED:

14. LH Generator ................................... ON
15. Landing Gear ................................... DOWN
16. Flaps ............................................... LAND
17. Airspeed .......................................... VREF
Note: Right thrust reverser (if applicable) will be inoperative.
IF FIRE OR SMOKE STARTS AGAIN:

18. LH Generator ................................... OFF
Note: Anti-skid system will be inoperative. Power brakes will be

available until accumulator discharges. Multiply landing dis-
tance by 1.6. Be prepared to use the emergency brake
system.

Loss of Both Generators
1. Generators ....................................... RESET then GEN

Attempt to reset both generators.
IF ONLY ONE GENERATOR COMES ON:

IF NEITHER GENERATOR COMES ON:

With the battery switch in emergency position and the
generators off, power is supplied for approximately 30-
minutes to COMM 1, NAV 2, overhead floodlights, volt-
meter and copilot’s HSI.
On airplanes with single EFIS, with the battery switch in
the emergency position and the generators off, power is
supplied for approximately 30-minutes to COMM 1, NAV
2, Copilot’s HSI and DG 2. and copilot’s audio panels,
copilot’s attitude indicator, voltmeter, cockpit floodlights
and standby gyro. Airplanes 550-0682 and after also
have the RH pitot static heater on the emergency bus.
On airplanes with dual EFIS, with the battery switch in
emergency position and the generators off, power is
supplied for approximately 30-minutes to COMM1, NAV
2, copilot’s RMI, NAV 2 repeater indicator, pilot’s and
copilot’s audio panels, voltmeter, cockpit floodlights and
standby gyro. Airplanes 550-0682 and after also have
the RH pitot static heater on the emergency bus.



b. The flaps will not operate. If not previously in the landing
position, a flap inoperative landing must be made.
c. The Anti-skid/power brake system is inoperative.
Only the emergency brake system is available.
thrust charts.
tions above 50% N1.
4. MIC Selector .................................... EMER/COMM 1

Must be in EMER/COMM 1 position to transmit while
operating on emergency battery and headset worn to
receive. Volume is controlled at the radio since normal
amplification is bypassed.

(550-0356 and after)
Required only if Auto-Select is OFF

are closed to prevent an excessive volume of high tem-
perature air from reaching the windshield.

7. Battery Switch .................................. BATT
9. Flaps ............................................... LAND
10. Airspeed .......................................... VREF

Battery Overheat
BATT O’TEMP Annunciator Illuminated

(temp between 145° and 160°F)
1. Battery Switch .............................. EMER

In EMER position the battery will be disconnected from
the generators and will no longer be charged by them.
All electrical equipment will continue to receive power
since the generators are still on line. The Emergency DC
bus is powered by the battery. Battery voltage may now
be read with the voltage selector in BATT and generator
bus voltage with the voltage selector in LH GEN or RH
GEN. Individual generator voltages can be read by se-
lecting one (LH or RH) GEN and turning the other gen-
erator off.
2. Amperage ..................................... NOTE decrease
3. If battery voltage is 1 volt less than generator voltage in 30-
seconds to 2-minutes, monitor battery overheat annunciator
for possible change. In thirty seconds to two minutes after
disconnect, battery voltage should read at least one volt
less than the generators. Rotate the voltage selector to LH
GEN and RH GEN position to read generator voltage. Bat-
tery voltage will be indicated when the voltage selector is in
the BATT position.
IF BATT O’TEMP (BATT O’HEAT, 550-0505 and earlier)

ANNUNCIATOR EXTINGUISHED:
IF NO AMP DECREASE OR BATT O’TEMP (BATT O’HEAT,

550-0505 and earlier) ANNUNCIATOR FLASHES:
5. Generators ....................................... OFF
Since the battery has continued to overheat, it may be
because the battery is still being charged through a
failed battery relay. Turning both generators OFF trips
the generators and opens the power relays, isolating
each generator from its bus. The BATT O’TEMP annun-
ciator will extinguish immediately when the generators
are turned off if the battery relay is not stuck.
With the battery in the emergency position and the gen-
erators off, power is supplied for approximately 30-min-
utes to COMM 1, NAV 2, overhead floodlights and
copilot’s HSI.


EMER and both generators off), the following are not avail-
able:
thrust charts.
tions above 50% N1.
IF NORMAL DC POWER LOST(BATTERY RELAY NOT STUCK):

6. Generators ....................................... GEN
(BATT O’TEMP annunciator will illuminate until
battery cools).
7. Battery Switch .................................. OFF
Caution: With the battery switch off, all power from the emer-
gency bus will be removed. After landing, refer to maintenance
manual for proper maintenance procedures as damage to the
battery may have occurred.
8. Land as soon as practical
IF NO DC POWER LOST (BATTERY RELAY STUCK):

6. Mic Selector ..................................... EMER/COMM 1
(headphones required to receive audio)
(required only if Auto Select is OFF)
(550-0356 and after),
9. DC Power LH and RH Bus ............... PULL No. 1,2,3 CB’s

11. DC Power LH and RH
Circuit Breakers ............................... RESET
13. Flaps ............................................... LAND
14. Airspeed .......................................... VREF
Caution: After landing, refer to maintenance manual for proper

maintenance procedures as damage to the battery may have
occurred.
AC Power Failure
Both INVERTER 1 FAIL and INVERTER 2 FAIL –

Annunciators Illuminated
(Airplanes with dual AC Busses – 550-0550~0626):
1. Inverter 1 and Inverter 2

If the inverters will not come back on line after the circuit
breakers have been reset, complete the flight by using
the copilot’s air-driven attitude indicator or the standby
gyro horizon (if installed). Placing the battery switch to
EMER will provide AC power from the copilot’s C-14D
static inverter to power the copilot’s compass system
and NAV 2.
AC Power and/or Distribution Failure (AC FAIL Annunciator

Illuminated After MASTER WARNING Has Been Reset,
INVERTER FAIL 1 or 2 Annunciators Extinguished –
Airplanes 550-0550~0626):
1. Check the right sub-circuit breaker panel for disengaged

AC BUS circuit breaker(s)

Caution: If circuit breaker(s) is/are disengaged, operate with

loss of bus as re-engagement may result in further damage to
the electrical system.
Note: Depending on which buses have been lost, the following

equipment will be lost:
a. 26 VAC Bus 1: pilot’s ADI, pilot’s RMI, pilot’s HSI (HDG and
NAV flags in view), pilot’s rate-of-turn indicator, copilot’s
RMI compass card and NAV 1 bearing pointer, and ADF 1.
b. 115 VAC Bus 1: pilot’s flight director, autopilot, yaw
damper, radar, pilot’s attitude gyro, and VNAV computer/
controller.
c. 26 VAC Bus 2: NAV 2, copilot’s ADI (optional dual flight
director installation), copilot’s HSI, copilots RMI, pilot’s RMI
compass card and NAV 2 bearing pointer, and ADF 2 (op-
tional). Operation of the following equipment can be rein-
stated by placing the BATT switch to EMER: NAV 2,
bearing pointer and DG of copilot’s HSI.
d. 115 VAC Bus 2: Copilot’s flight director (optional), air data
computer and pilot’s altimeter. The auto air data computer
and pilot’s altimeter. The auto pilot will only operate in basic
autopilot modes due to loss of valid signal from the air data
computer.
Autopilot Hardover
1. Autopilot/Trim
Disengage Switch ......................... PRESS
Press switch on either yoke. Flight director modes re-
main selected.
2. Maximum Altitude Losses during Autopilot Malfunction:
550-0161 and earlier 550-0162 and after
a. Cruise 450 feet at 43,000 feet 550 feet at 43,000 feet

b. Climb 50 feet at 10,000 feet 300 feet at 17,000 feet
c. Maneuvering 110 feet at 43,000 feet
d. ILS 37 feet (autopilot must 34 feet (autopilot must
be off at 100 feet) be off at 90 feet)

Environmental Systems Abnormal Procedures
Rapid Decompression
1. Oxygen Masks .............................. DON

Check oxygen selector on 100%.
2. Emergency Descent ...................... AS REQUIRED
3. Pass Oxygen ................................. ENSURE passengers
are receiving oxygen. Visually check mask drop
when cabin reaches 13,500 ± 600 feet If masks are
not down, drop them by the PASS OXY MASK
switch on the left console (OXYGEN CONTROL
VALVE, 550-0550~0626).
4. Oxygen MIC Switches ................... MIC OXY MASK
Switch to MIC OXY MASK in order to use microphone in
oxygen mask.
5. Transponder .................................... EMER 7700

6. Refer to use of Supplemental Oxygen Procedures in the
Abnormal Procedures.

Emergency Descent
1. Throttles ....................................... IDLE

2. Speed brakes ................................ EXTEND
3. Initiate moderate bank.
4. Airplane Pitch Attitude .................. 15° NOSE DOWN
6. Maximum Airspeed .......................... VMO/MMO
MMO (above 28,000 feet).................. 0.705 MACH
VMO (14,000-28,000 feet) ................. 277 KIAS
VMO (below 14,000 feet) ................... 262 KIAS
Use reduced speed if structural damage has occurred.
7. Transponder .................................... EMERGENCY 7700
Environmental System Smoke or Odor
1. Oxygen Mask and Oxygen

MIC Switches ................................... AS REQUIRED.
Oxygen selector on 100% and MIC oxygen switch in
MIC OXY MASK position in order to use MIC in
oxygen mask.
2. Cabin (ovhd) Fan ............................. OFF
3. Defog Fan ........................................ OFF
Both cabin and cockpit defog fans off to prevent fur-
ther circulation of smoke through the aircraft and pos-
sibly identify them as the source.
4. Pressurization Source
Selector ............................................ ISOLATE source by
selecting LH.
Note: Pressurization source selector must remain in each posi-

tion long enough to allow adequate system purging to deter-
mine the source of smoke. If smoke has not begun to clear in a
minute, switch to another source.
IF SMOKE CONTINUES:
5. Pressurization Source Selector ........ RH
(allow time for smoke to dissipate)
IF SMOKE STILL CONTINUES (AIR CYCLE MACHINE SEAL MAY

BE LEAKING):
6. Pressurization Source Selector ........ EMER
(control cabin pressure with LH throttle)

Smoke Removal
Note: No action is normally required; however, if smoke is

intense:
1. Oxygen Mask ................................... DON. Check oxygen

selector is on 100%.
2. PASS OXY MASKS........................... MANUAL DROP
(OXYGEN CONTROL VALVE, 550-0550~0626)
3. CREW OXY PRIORITY Valve ............ CHECK NORMAL
4. Ensure passengers are receiving oxygen. Visually check
mask drop when cabin reaches 13,500 ± 600 feet. If masks
are not down, drop them by PASS OXY MASKS or OXYGEN
CONTROL VALVE (550-0550~0626) switch on the left con-
sole.
5. Oxygen Mic Switches ...................... MIC OXY MASK
Switch must be in this position to use microphone in the
oxygen mask.
6. Passenger Advisory Annunciator .... PASS SAFETY
7. Cabin Altitude Selector .................... SET to higher
cabin altitude.
8. Pressurization Source Selector ........ BOTH HI
(550-0481 and earlier, 0483, and 0484)
9. Emergency Dump Switch ................ DUMP
This switch manually opens the normal dump valve to
rapidly depressurize the airplane, allowing the smoke to
clear. All smoking material should be extinguished.
10. Refer to use of Supplemental Oxygen Procedures in the
IF SMOKE PERSISTS OR IT CANNOT BE VERIFIED THAT THERE

IS NO FIRE:

Overpressurization
1. Cabin Altitude Selector .................... SET to higher cabin al-

titude. Cabin altitude will be descending and differen-
tial pressure will be increasing. Attempt to decrease
the differential pressure by calling for a higher cabin
altitude forcing the outflow valve to open.
2. Rate Control ..................................... INC
Go to full increase to program the controller to work as
rapidly as possible.
3. Pressurization Source Selector ........ LH or RH
Attempt to control cabin pressure with the appropriate
throttle by reducing power, thereby letting a smaller
amount of air into the aircraft to pressurize the cabin.
IF UNABLE TO CONTROL:
4. Oxygen Masks ................................. DON
5. PASS OXY MASK ............................. MANUAL DROP
(OXYGEN CONTROL VALVE, 550-0550~0626)
6. CREW OXY PRIORITY Valve ............ CHECK NORMAL
7. Assure passengers are receiving oxygen. Visually check
mask drop when cabin reaches 13,500 ± 600 feet. If masks
are not down, drop them by the PASS OXY MASKS or OXY-
GEN CONTROL VALVE (550-0550~0626) manual switch on
the left console.
8. Oxygen MIC Switches ..................... MIC OXY MASK
Switch to MIC OXY MASK in order to use microphone
in oxygen mask.
9. Passenger Advisory Light ................ PASS SAFETY
10. Pressurization Source Selector ........ OFF
11. Descend
IF STILL OVERPRESSURIZED:
rapidly depressurize the airplane. All smoking material
should be extinguished.
13. Refer to the Use of Supplemental Oxygen Procedures in the

Spins
Intentional spins are prohibited and were not conducted during

flight tests of the aircraft. Should a spin occur, the following
procedures are recommended:
1. Power to idle on both engines.

2. Neutralize yoke and apply full rudder opposite the direction
of rotation.
3. Approximately 1/2 turn of spin after applying rudder, push
yoke forward.
4. Remove rudder input as rotation slows so that rudder is
centered when rotation stops.
5. Pull out of the dive with smooth steady control pressure.
6. Indicated airspeed, or angle of attack if installed, should be
closely monitored during the pullout to avoid a secondary
stall.

Ditching
Good crew coordination is essential to the success of any

ditching. Radio contact should be attempted giving aircraft
identification, position, heading, altitude, and the transponder
set on 7700 and the locator beacon set on EMER. Passengers
should be briefed and don life jackets keeping them uninflated
until outside the airplane.
Plan on an approach to parallel any uniform swell pattern and

attempt to touch down along a wave crest or just behind it. If
the surface wind is very strong or the water surface rough and
irregular, ditch into the wind on the back side of a wave.
Gear should be left up with flaps in the LAND position. The LDG
GEAR circuit breaker can be pulled to silence the gear warning
horn. Speed should be maintained at VREF with the rate of de-
scent at 200-300 feet per minute. Ditch while power is available
if possible, so that the most desirable approach can be made.
Touchdown should be slightly nose high and throttles cut off

just before water contact. Passengers and crew exit through
the emergency escape hatch inflating life jacket when clear.
1. Radio ............................................... MAYDAY

Identify airplane, position, heading altitude and IAS.
2. Transponder .................................... 7700
3. Locator Beacon ............................... EMER
Prevents water from entering through bleed valves.
Check aft facing seats full aft and all seats upright and
outboard.
6. Passenger Life Jackets .................... ON
Life jackets should not be inflated until outside airplane.
7. Gear ............................................... UP
8. Flaps ............................................... 40°
9. Speed .............................................. VREF
10. Rate of Descent ............................... 200-300 feet per min.

11. Plan an approach to parallel any uniform swell pattern and
attempt to touchdown along a wave crest or just behind it. If
the surface wind is very strong or the water surface rough
and irregular, ditch into the wind on the backside of a wave.
Airplane should touch down nose high with a minimum rate
of descent.
12. Throttles ........................................... CUTOFF
just prior to contact.
13. Emergency Exit ................................ OPEN
Forced Landing
All considerations for a successful forced landing are similar to

those for ditching. Attempt to establish radio contact, squawk
the emergency code, and brief passengers.
The approach should be made with gear DOWN, flaps in LAND

position, speed VREF, and a 200-300 feet per minute rate of
descent.
If possible, establish an abeam position with gear extended

and altitude sufficient to enable a safe landing to be made in
the event of power loss.
Just before touchdown, place throttles in cut-off and turn off the
battery.
Touchdown should be made in a normal landing attitude and

emergency braking employed if necessary.
1. Radio ............................................... MAYDAY

Identify airplane, position, heading altitude and IAS.
2. Transponder .................................... 7700
3. Locator Beacon ............................... EMER
Brief passengers as thoroughly as possible.
5. Gear ............................................... DOWN
6. FIaps ............................................... 40°
7. Speed .............................................. VREF
8. Rate of Descent ............................... AS REQUIRED to effect
touchdown in selected landing area
9. Throttles ........................................... CUTOFF just prior to
contact

Electrical System Abnormal Procedures

(550-0627 and after)
Electrical Fire or Smoke
1. Oxygen Masks .............................. DON and 100%

oxygen
2. Oxygen MIC Switches ................... AS REQUIRED
Ensure selector is on 100% oxygen when masks are
used. Ensure oxygen MIC switch is in MIC OXY MASK
position.
Selector ............................................ NORM
KNOWN SOURCE OF FIRE:

4. Isolate faulty circuit. Pull circuit breaker to remove power
from faulty equipment.
UNKNOWN SOURCE OF FIRE:

6. Generators ....................................... OFF
With the battery switch in the emergency position and
the generators off, power is supplied for approximately
30-minutes to COMM 1, NAV 2, overhead floodlights,
copilot’s HSI and DG 2, copilot’s attitude indicator, the
voltmeter and both audio panels. Additionally, the
standby gyro battery provides at least 30-minutes of
power to operate the standby gyro indicator. On air-
planes 550-0682 and after, the RH pitot-static heater is
also on the emergency bus. In dual EFIS installations,
the CP HSI and CP ADI are not on the emergency bus,
and the CP RMI is on the emergency bus. In dual EFIS
installations when emergency battery power only is avail-
able, attitude information is provided only by the standby
gyro horizon.


b. The flaps will not operate. If not previously in landing posi-
tion, a flaps inoperative landing must be made.
c. The anti-skid/power brake system is inoperative. Only the
emergency brake system is available.
thrust charts.
tions above 50% N1.

Manual Valves.................................. OFF or MINIMUM for
clear vision through the windshield.
are closed to prevent an excessive volume of high tem-
perature air from reaching the windshield.
8. DC Power RH Bus............................ PULL No. 1,2,3 CB’s
9. RH CB Panel Circuit Breaker
(LH Panel) ........................................ PULL
10. AC Inverter No. 1 Circuit Breaker
(LH Panel) ........................................ PULL
11. Land as soon as practical (within 30-minutes)
IF SEVERITY OF SMOKE WARRANTS:

11. Initiate Smoke Removal and/or Emergency Descent
procedures. Land as soon as possible.


12. LH Generator ................................... ON
14. Flaps ............................................... LAND
15. Airspeed .......................................... VREF
Note: Right thrust reverser (if applicable) will be inoperative.
IF SMOKE OR FIRE STARTS AGAIN:

16. LH Generator ................................... OFF
Note: Anti-skid system will be inoperative. Power brakes will be

available until accumulator discharges. Multiply landing dis-
tance by 1.6. Be prepared to use the emergency brake
system.

Battery Overheat
BATT O’TEMP Annunciator Illuminated

(temp between 145° and 160°F)
1. Battery Switch .............................. EMER

In EMER position the battery will be disconnected from
the generators and will no longer be charged by them.
All electrical equipment will continue to receive power
since the generators are still on line. The Emergency DC
bus is powered by the battery. Battery voltage may now
be read with the voltage selector in BATT, and genera-
tor bus voltage with the voltage selector in LH GEN or
RH GEN. Individual generator voltages can be read by
selecting one (LH or RH) GEN and turning the other gen-
erator off.
2. Amperage ..................................... NOTE decrease
3. If battery voltage is 1 volt less than generator voltage in 30-
seconds to 2-minutes, monitor battery overheat annunciator
for possible change. In thirty seconds to two minutes after
disconnect, battery voltage should read at least one volt
less than the generators. Rotate the voltage selector to LH
GEN and RH GEN position to read generator voltage. Bat-
tery voltage will be indicated when the voltage selector is in
the BATT position.
IF BATT O’TEMP ANNUNCIATOR EXTINGUISHED:


IF NO AMP DECREASE OR BATT O’TEMP

ANNUNCIATOR FLASHES:
6. Generators ....................................... OFF
Since the battery has continued to overheat, it may be
because the battery is still being charged through a
failed battery relay. Turning both generators OFF trips
the generators and opens the power relays, isolating
each generator from its bus. In standard single EFIS
installations, the emergency DC bus is now powered by
the battery, with COMM 1, NAV 2, voltmeter, pilot’s and
copilot’s audio panels, copilot’s HSI and DG 2, copilot’s
attitude indicator and cockpit floodlights available to the
crew. In optional dual EFIS installations, the emergency
DC bus is powered by the battery with COMM 1, NAV 2,
copilot’s RMI, the NAV 2 repeater indicator, pilot’s and
copilot’s audio panels, voltmeter, and cockpit floodlights
available to the crew. On airplanes 550-0682 and after
the RH pitot-static heater is also on the emergency bus
(single and dual EFIS). Emergency battery power will be
available for approximately 30-minutes under normal
conditions. Additionally, the standby gyro battery pro-
vides at least 30-minutes of power to operate the
standby gyro indicator. The BATT O’TEMP light will
extinghish immediately when the generators are turned
off if the battery relay is not stuck.


position, a flaps inoperative landing must be made.
c. The Anti-skid/Power Brake system is inoperative.
thrust charts.
tions above 50% N1.
IF NORMAL DC POWER LOST

(BATTERY RELAY NOT STUCK):
7. Generators ....................................... GEN (BATT O’TEMP
light will come back on until battery cools).
8. Battery Switch .................................. OFF

occurred.
IF NO DC POWER LOST (BATTERY RELAY STUCK):

clear vision through windshield.
8. DC Power LH and RH Bus ............... PULL No. 1,2,3 CB’s


10. DC Power LH and RH
12. Flaps ............................................... LAND
13. Airspeed .......................................... VREF

occurred.

Loss of Both Generators
1. Generators ....................................... RESET then GEN

Attempt to reset both generators.
IF ONLY ONE GENERATOR COMES ON:

400 amps maximum up to 35,000 feet, 325 amps maxi-
mum above 35,000 feet. High load items are engine anti-
ice (wing leading edge), the autopilot computer and
the radar.
IF NEITHER GENERATOR COMES ON:

With the battery switch in emergency position and the
generators off, power is supplied for approximately 30-
minutes to COMM 1, NAV 2, overhead floodlights, volt-
meter and copilot’s HSI.
On airplanes with single EFIS, with the battery switch in
the emergency position and the generators off, power is
supplied for approximately 30-minutes to COMM 1, NAV
2, Copilot’s HSI and DG 2. and copilot’s audio panels,
copilot’s attitude indicator, voltmeter, cockpit floodlights
and standby gyro. Airplanes 550-0682 and after also
have the RH pitot static heater on the emergency bus.
On airplanes with dual EFIS, with the battery switch in
emergency position and the generators off, power is
supplied for approximately 30-minutes to COMM1, NAV
2, copilot’s RMI, NAV 2 repeater indicator, pilot’s and
copilot’s audio panels, voltmeter, cockpit floodlights and
standby gyro. Airplanes 550-0682 and after also have
the RH pitot static heater on the emergency bus.



thrust charts.
tions above 50% N1.

clear vision through windshield. With electrical power
lost, the windshield bleed air shutoff valve will fail open.
The bleed air manual valves are closed to prevent an
excessive volume of high temperature air from reaching
the windshield.

8. Flaps ............................................... LAND
9. Airspeed .......................................... VREF

AC Power Failure
Both INVERTER 1 FAIL, INVERTER 2 FAIL and

AC FAIL Annunciators Illuminated
SINGLE EFIS INSTALLATION:

1. Inverter 1 and Inverter 2 CB’s .......... RESET
If the inverters will not come back on the line after the
circuit breakers have been reset, complete the flight by
using the copilot’s attitude indicator or the standby gyro
horizon. Placing the battery switch to EMER will provide
AC power from the copilot’s C-14D static inverter to
power the copilot’s compass system and NAV 2. The
EFIS system will be inoperative with electrical system
failure. With BATT in EMER, NAV 2 and compass infor-
mation will be displayed on the copilot’s HSI, and atti-
tude information on the copilot’s attitude indicator and
the standby gyro.
OPTIONAL DUAL EFIS INSTALLATION:
1. Inverter 1 and Inverter 2 CB’s .......... RESET
If the inverters will not come back on the line after the
circuit breakers have been reset, complete the flight by
using the standby gyro horizon. Placing the battery
switch to EMER will provide AC power from the copilot’s
C-14D static inverter to power the DG 2 and the copilot’s
RMI, NAV 2, and the NAV 2 repeater indicator.
AC Power and/or Distribution Failure (AC FAIL Annunciators
Illuminated After MASTER WARNING Has Been Reset,
INVERTER 1 and 2 Annunciators Extinguished)
1. Check the right sub-circuit breaker panel for disengaged

AC BUS circuit breaker(s).
Caution: If circuit breaker(s) is/are disengaged, operate with

loss of bus as re-engagement may result in further damage to
the electrical system.

Note: Depending on which buses have been lost, the following

equipment will be lost:
a. 26 VAC Bus 1: pilot’s ADI, pilot’s RMI, pilot’s HSI (HDG and
NAV flags in view), pilot’s rate-of-turn indicator, copilot’s
RMI compass card and NAV 1 bearing pointer, and ADF 1.
b. 115 VAC Bus 1: pilot’s flight director, autopilot, yaw
damper, radar, pilot’s attitude gyro, and VNAV computer/
controller.
c. 26 VAC Bus 2: NAV 2, copilot’s ADI (optional dual flight
director installation), copilot’s HSI, copilot’s RMI, pilot’s RMI
compass card and NAV 2 bearing pointer, and ADF 2 (op-
tional). Operation of the following equipment can be rein-
stated by placing the BATT switch to EMER: NAV 2,
bearing pointer and DG of copilot’s HSI.
d. 115 VAC Bus 2: Copilot’s flight director (optional), air data
computer and pilot’s altimeter. The auto air data computer
and pilot’s altimeter. The autopilot will only operate in basic
autopilot modes due to loss of valid signal from the air data
computer.

EFIS Symbol Generator Failure
(Standard Two-Tube Installation)
RED X AND SG FAIL ON EADI OR BOTH DISPLAYS BLANK:

1. The EFIS system is inoperative. Refer to the copilot’s atti-
tude indicator, the standby gyro horizon and the copilot’s
HSI for attitude and compass information.
Symbol Generator Overtemperature (SG HOT Light On)

(Standard EFIS Installation)
1. EFIS 1, EADI 1 and EHSI 1

DC Circuit Breakers ......................... PULL
The SG HOT annunciator has probably illuminated due
to an overtemp condition caused by failure of the Symbol
Generator internal fan. Continued use of the Symbol
Generator without the fan may lead to its failure. Remov-
ing power from the symbol generator will allow it to cool,
but restoring power will likely result in another overtemp
indication. Consideration should be given to leaving the
circuit breaker disengaged, using the copilot’s flight
instruments to complete the flight and, if necessary, re-
storing power to the symbol generator for the approach
and landing. Pulling the EADI and EHSI circuit breakers
will enable the display tubes to cool. Refer to the
copilot’s attitude indicator, the standby gyro horizon and
the copilot’s HSI for attitude and heading information.

Environmental Systems Abnormal Procedures
Overpressurization
1. Cabin Altitude Selector .................... SET to higher cabin al-

titude. Cabin altitude will be descending and differen-
tial pressure will be increasing. Attempt to decrease
the differential pressure by calling for a higher cabin
altitude forcing the outflow valve to open.
2. Rate Control ..................................... INC

Go to full increase to program the controller to work as
rapidly as possible.
3. Pressurization Source Selector ........ LH or RH
Attempt to control cabin pressure with the appropriate
throttle by reducing power, thereby letting a smaller
amount of air into the aircraft to pressurize the cabin.
IF UNABLE TO CONTROL:
4. Oxygen Masks ................................. DON. Check oxygen
selector on 100%.
5. PASS OXY MASK ............................. MANUAL DROP
mask drop has occurred.
7. Oxygen MIC Switches ..................... MIC OXY MASK
oxygen mask.
10. Descend
rapidly depressurize the airplane. All smoking material
should be extinguished.

Rapid Decompression
CAB ALT 10,000 FEET LIGHT WILL ILLUMINATE:
1. Oxygen Masks .............................. DON

2. Emergency Descent ...................... AS REQUIRED
3. Pass Oxygen ................................. ENSURE passengers
are receiving oxygen. Visually check mask drop when
cabin reaches 13,500 ± 600 feet If masks are not
down, drop them by placing the OXYGEN CONTROL
VALVE on the left console to MANUAL DROP.
4. Oxygen MIC Switches ................... MIC OXY MASK
oxygen mask.
5. Transponder .................................... EMER 7700

Emergency Descent
1. Throttles ....................................... IDLE

2. Speed brakes ................................ EXTEND
3. Initiate moderate bank.
4. Airplane Pitch Attitude .................. 15° NOSE DOWN
6. Maximum Airspeed .......................... VMO/MMO
MMO (above 30,500 feet).................. 0.705 MACH
VMO (below 30,500 feet) ................... 262 KIAS
Use reduced speed if structural damage has occurred.
7. Transponder .................................... EMERGENCY 7700
IF DESCENT INTO ICING CONDITIONS IS REQUIRED:

8. Throttles ........................................... AS REQUIRED
Maintain sufficient power for anti-icing (engine anti-ice
lights remain OFF).
Environmental System Smoke or Odor
1. Oxygen Mask ................................... DON and 100%

2. Oxygen MIC Switches ..................... AS REQUIRED
Oxygen selector on 100% and MIC oxygen switch in MIC
OXY MASK position in order to use MIC in oxygen mask.
3. Cabin (OVHD) Fan ........................... OFF
4. Defog Fan ........................................ OFF
Both cabin and cockpit defog fans off to prevent further
circulation of smoke through the aircraft and possibly
identify them as the source.
Selector ............................................ ISOLATE source by
selecting LH.
IF SMOKE CONTINUES:
6. Pressurization Source Selector ........ RH
(allow time for smoke to dissipate)
IF SMOKE STILL CONTINUES (AIR CYCLE MACHINE SEAL

MAY BE LEAKING):
7. Pressurization Source Selector ........ EMER
(control cabin pressure with LH throttle)

Smoke Removal
Note: No action is normally required; however, if smoke is

intense:
1. Oxygen Mask ................................... DON

Check oxygen selector is on 100%.
2. OXYGEN CONTROL VALVE ............ MANUAL DROP
mask drop has occurred.
4. Oxygen Mic Switches ...................... MIC OXY MASK
Switch must be in this position to use microphone in the
oxygen mask.
6. Cabin Altitude Selector .................... SET to higher
cabin altitude. Selecting a higher cabin altitude will
cause the outflow valves to open and increase the rate
of airflow to clear the smoke.
rapidly depressurize the airplane, allowing the smoke to
clear. All smoking material should be extinguished.
IF SMOKE PERSISTS OR IT CANNOT BE VERIFIED THAT THERE

IS NO FIRE:

Autopilot Hardover
1. Autopilot/Trim
Disengage Switch ......................... PRESS
Press switch on either yoke. Flight director modes re-
main selected.
2. Maximum Altitude Losses during Autopilot Malfunction:

a. Cruise .............................................. 550 feet at 43,000 feet
b. Climb ............................................... 300 feet at 17,000 feet
c. ILS ............................................... 34 feet
(autopilot must be off at 90 feet)
Maximum Glide – Emergency Landing
1. Airspeed .......................................... BEST GLIDE AT

9500 LBS-120 KIAS. Increase speed 3 KIAS for each
500 pounds increase in weight.
2. Flaps ............................................... UP
3. Speed brakes .................................. RETRACT
4. Landing Gear ................................... UP
5. Transponder .................................... EMERGENCY, 7700
6. ATC ............................................... ADVISE
8. Shoulder Harness ............................ SECURE
9. Landing Gear, Speed brakes,
and Flaps ......................................... AS REQUIRED
for landing anticipated

Appendix 1
Standard Operating Procedures
Table of Contents

Overview.........................................A1-1
Engine Start ...................................A1-1
Taxiing ...........................................A1-2
Philosophy of Using SOP’s for
Runway Incursion Prevention ...........A1-3
Takeoff ...........................................A1-8
After Takeoff Climb .........................A1-9
Cruise ......................................... A1-10
Descent ...................................... A1-11
Before Landing ............................ A1-12
Landing (w/out thrust reversers) .. A1-13
Landing (with thrust reversers) ..... A1-14
After Landing ............................... A1-15
Shutdown ..................................... A1-15
Standard Operating Procedures (crew briefings)

Before Takeoff ............................ A1-16
Takeoff ........................................ A1-16
Climb .......................................... A1-17
Cruise ......................................... A1-18
Descent ...................................... A1-19
Precision Approach ...................... A1-20
Precision Missed Approach .......... A1-22
Non-Precision Approach ............... A1-23
Non-Precision Missed Approach ... A1-25
Visual Approach .......................... A1-26
Landing ........................................ A1-27
Overview
This chapter provides standard operating procedures as well

as the abbreviated cockpit checklist in expanded form. The
standard operating procedures are per the Operating Manual,
however, their use in this manual is for training purposes only.
The appropriate Operating Manual, FAA approved Airplane
Flight Manual (AFM), Pilot’s Check List, and/or related publica-
tions should be referred to for procedures specific to the year,
model and serial number of your aircraft. For each expanded
phase-of-flight procedure, the call, action and response from
the Pilot in Command and the Second in Command, (hereafter
referred to as PIC and SIC) is delineated.
It is the responsibility of the pilot in command to ensure that

the aircraft is safely loaded and properly configured for flight.
It is also necessary to understand and utilize the various
graphs and tables which outline the performance characteris-
tics of your airplane, its weight and balance data, and the
forms which are used to determine load placement.
All Notes, Cautions, and Warnings are provided to amplify

each procedure.
Engine Start
Either engine may be started first. If the door is secured prior to

battery start initiation, it is recommended that the left engine be
started first. Spool up will be slightly faster due to less line loss
because the battery is mounted on the left side of the tailcone
compartment. Due to foreign object ingestion hazard, the left
engine should not be running during boarding or deplaning. If
last minute boarding and use of BLEED AIR GND is antici-
pated, the right engine should be started first.
With external power in use, the GEN switches should be off

until starting is complete. Electrical equipment should not be
turned on until both GEN OFF lights are extinguished.
STANDARD OPERATING PROCEDURES 03/09 FOR TRAINING PURPOSES ONLY A1-1

An overcurrent and overvoltage protection system is provided
during use of an external power unit (EPU). The control unit
monitors the external power unit voltage and will deenergize the
external power relay if the voltage is above 32.5 volts. During an
engine start using the external power unit, a signal is applied
by the current to the control unit. If the signal indicates more
than 1200 amps after two seconds the control unit will
deenergize the external power relay and terminate the start.
External power cannot be reapplied to the airplane until the
current has been interrupted after the start termination for the
current protection or until the voltage is reduced below 32.5
volts for the voltage protection.
Should automatic start sequencing not terminate, the boost

pump, ignition and associated lights will remain on. The starter,
however, will discontinue cranking due to speed sensing which
governs at approximately 40 to 43 percent N2. Depressing the
STARTER DISENGAGE button will terminate the automatic start
sequence. This button is illuminated any time the PANEL LIGHT
CONTROL master switch is ON.
Prior to taxiing, the Second in Command (SIC) will complete the

Takeoff Data Card insuring the latest information is used for
data computation. Computations for takeoff thrust setting, V1,
VR, V2, and VENR speeds, takeoff field length, and climb thrust
are based on the runway length available, runway gradient,
field temperature, field pressure, wind, icing conditions and
runway condition.
Taxiing
Ground operations in visible moisture with an outside ambi-

ent air temperature from -30°C to +10°C require that ENGINE
ANTI-ICE be “ON” and the engines run at or above 60% N2
one minute out of every four.
Note: The anti-ice system must be checked prior to takeoff if

flight into icing conditions is expected. Approximately 65%
turbine speed is required to provide adequate engine bleed
air to extinguish the ENGINE ANTI-ICE light in two minutes
or less.
A1-2 FOR TRAINING PURPOSES ONLY CITATION II APPENDIX 1 03/09

The Philosophy of Using Standard Operating Procedures

(SOP) for Runway Incursion Prevention
SOPs provide a structure that helps to decrease the probability

of human error and capture errors before they result in a runway
incursion. By applying SOPs to surface operations, pilots can
reduce the probability of a runway incursion by increasing and
maintaining situational awareness, Situational awareness is a
continuous process of attentiveness and surveillance, Situ-
ational awareness includes knowing; o The location of the air-
craft o Weather o Traffic o The clearance from Air Traffic Control
(ATC) o All other factors that affect the safety of the flight The
SOPs contained in this document are designed to help pilots
use all available resources to detect and correct errors - both
their own, and those of their crewmembers, pilots of other air-
craft, and air traffic controllers - before they result in a runway
incursion, Implementation of these SOPs is a low-cost action
with a potential for a high return in a reduction of incidents,

1. Captains will give a pre-taxi/departure briefing that in-
cludes the expected taxi route and restrictions.
2. Both pilots will monitor the frequency when initial taxi

clearance is called for to ensure that both pilots hear the
taxi clearance.
3. After taxi clearance has been received, the crew will

agree on the runway assigned, any restrictions, and the
taxi route. If not in agreement, the flightcrew will seek clari-
fication from ATC,
4. Flightcrews will observe “sterile cockpit,” especially while

taxiing.
5. Both pilots should have the airport diagram out, available,

and in use, Crosscheck the heading situation indicator
(HSI), airport diagram, and airport signage to confirm air-
craft position while taxiing.
6. Fixed navigation lights (red, green, and white) may be on

whenever the airplane is in motion.

7. Both pilots will monitor the appropriate tower frequency
when anticipating a clearance to cross or taxi onto an
active runway.
8. When approaching an entrance to an active runway, both

pilots will ensure compliance with hold short or crossing
clearance by discontinuing non-monitoring tasks (e.g.,
Flight Management System (FMS) programming, Airborne
Communications Addressing and Reporting System
(ACARS), company radio calls, etc.).
9. Prior to crossing or taxiing onto any runway, verbally con-

firm ATC clearance with other crewmember(s) and visually
scan the runway and approach area.
10. Read back all clearances/instructions to enter a specific

runway, hold short of a runway, and taxi into “position and
hold,” including the runway designator.
Note: Do not merely acknowledge the foregoing instructions/

clearances by using your call sign and saying “Roger” or
“Wilco.” Instead, read back the entire instruction/clearance
including the runway designator.
11. When entering a runway after being cleared for takeoff, or

when taxiing into “position and hold,” make your aircraft
more conspicuous to aircraft on final behind you and to
ATC by turning on lights (except landing lights) that high-
light your aircraft’s silhouette.

12. Be especially vigilant when instructed to taxi into “position

and hold,” particularly at night or during periods of re-
duced visibility. Scan the full length of the runway and
scan for aircraft on final approach when taxiing onto a
runway either at the end of the runway or at an intersec-
tion, Contact ATC anytime you have a concern about a
potential conflict.
a) In instances where you have been instructed to taxi into

“position and hold” and have been advised of a reason/
condition (wake turbulence, traffic on an intersecting run-
way, etc.) or the reason/condition is clearly visible (an-
other aircraft that has landed on or is taking off on the
same runway), and the reason/condition is satisfied, you
should expect an imminent takeoff clearance, unless ad-
vised of a delay.
b) If landing traffic is a factor, the tower is required to in-

form you of the closest tragic that is cleared to land, touch
and-go, stop-and-go, or unrestricted low approach on the
same runway when clearing you to taxi into “position and
hold.” Take care to note the position of that traffic and be
especially aware of the elapsed time from the “position
and hold” clearance while waiting for the takeoff clear-
ance.
c) ATC should advise you of any delay in receiving your

takeoff clearance (e.g., “expect delay for wake turbu-
lence”) while holding in position, If a takeoff clearance is
not received within a reasonable time after clearance to
“position and hold,” contact ATC. Suggested phraseol-
ogy. (call sign) holding in position (runway designator or
intersection), For example;
‘American 234 holding in position runway 24L,’ or ‘Ameri-

can 234 holding in position runway 24L at Bravo,”
Note: FAA analysis of accidents and incidents involving air-

craft holding in position indicate that TWO MINUTES or more
elapsed between the time the instruction was issued to “posi-
tion and hold” and the resulting event (e.g., landover or go
around), Pilots should consider the length of time that they have
been holding in position whenever they HAVE NOT been ad-
vised of any expected delay to determine when it’s appropriate
to query the controller.

13. To signal intent to aircraft downfield turn on landing lights
when cleared for takeoff.
14. As part of the approach briefing, review the airport dia-

gram and anticipated taxi route.
Caution: A potential pitfall of pre-taxi and pre-landing planning

is setting expectations and then receiving different instructions
from ATC. Flightcrews need to follow the clearance or instruc-
tions that are actually received, and not the ones the flightcrew
expected to receive.
Recommended Practices and Techniques
1. State your position whenever making initial contact with

any tower or ground controller, regardless of whether you
have previously stated your position to a different control-
ler.
2. Write down non-standard or complex taxi instructions,
3. To signal intent to other pilots, consider turning on the taxi

light when the aircraft is moving or intending to move on
the ground, and turning it off when stopped, yielding, or as
a consideration to other pilots or pound personnel.
4. At night, use edge lights to distinguish between taxiways

(blue) and runways (white),
5. Flightcrews should minimize “heads-down” activities,

such as entering data into the FMS, while the aircraft is
moving, Advise the pilot taxiing whenever heads-down
activity is required,
6. When visually scanning the runway and approach area,

flight crewmembers should verbally confirm scan results
with each other (e.g., “clear right,” “clear left”).
7. When holding in position for takeoff, actively monitor the

assigned tower frequency or the Common Traffic Advisory
Frequency (CTAF) for potential conflicts involving your
runway.

8. If unsure of position and on a runway, immediately clear

the runway and notify ATC. Always notify ATC if you are
unsure of your position; consider requesting “progressive
taxi,”
9. When taxi visibility is low, crews should perform heads

down tasks (e.g., programming the FMS, calculating take-
off data) while the aircraft is stopped or while taxiing
straight ahead on a taxiway without complex intersections,
10. To confirm proper runway or taxiway selection, verify that

the compass heading approximately matches the runway
heading and taxiway orientation,
11. Some cockpit displays of tragic information (such as some

implementations of the Traffic Alert and Collision Avoid-
ance System (TCAS)) have the capability and sufficient
resolution to enable the display of traffic behind you,
When holding in position, consider displaying traffic land-
ing behind you to increase your awareness of the traffic
situation,
12. When holding in position at night, consider lining up

slightly to the left or right of centerline (approximately 3
feet) to better enable a landing aircraft to visually differen-
tiate the holding aircraft from runway lights,
13. When on final approach, actively monitor the assigned

tower frequency (or CTAF) for potential conflicts involving
your runway,
14. Do not accept last minute turnoff instructions from the

tower unless you clearly understand the instructions and
are certain that you can comply.

Takeoff
Monitoring the engine instruments, apply power slowly while

referencing the cabin vertical speed indicator. Very rapid
thrust application can cause a pressure surge due to in-
creased airflow into the cabin. A rolling takeoff may be used
with sufficient runway available, but it should be remembered
that Flight Manual takeoff field length data and takeoff N1
settings assume a static runup.
Directional control is normally maintained with nose gear

steering and rudder; and upwind (wing down) aileron in
crosswind conditions. It is suggested that the copilot perform
the engine instrument monitoring function and set the throttles
enabling the pilot to direct his full attention to airplane con-
trol. N1 should be closely observed, and throttle corrections
made as necessary to ensure symmetrical thrust application.
Large differential power changes, particularly at the higher
thrust settings, can induce significant yaw.
It is recommended that the copilot verbally state when takeoff

thrust is set, a cross-check of airspeed indicators at 70 knots
is made, and when reaching V1 and VR. Positive back pres-
sure is required to rotate the Citation II and it should be
accomplished precisely at Vr. Early or late rotation will de-
grade takeoff performance. It should be done smoothly,
however, so that a decrease in airspeed does not occur.
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 rotation is approximately 7.5° to 10°
pitch attitude. Normal rotation angle is 10 to 12° nose up with
both engines operating. Procedures for abort and single
engine takeoff are outlined in Chapter 12 – Emergency Pro-
cedures.

After Takeoff Climb
Using indicated temperature and the MULTI ENGINE NOR-

MAL CLIMB thrust setting graph in your FAA Approved
Airplane Flight Manual (or in the Abbreviated checklist),
determine climb N1.
During climb, observe the differential pressure/cabin altitude

and cabin vertical speed gages for proper programming and
comfortable rate. Periodic checks of time to climb remaining,
cabin altitude and rate of cabin ascent will provide the re-
quired information to determine any adjustments necessary.
With RATE set too low, maximum differential pressure may be
reached before cruise altitude. This takes control of the sys-
tem away from the crew because the outflow valve will
relieve as necessary to maintain maximum differential. A
RATE setting too high may be uncomfortable and will result
in programmed cabin altitude being reached before cruise
flight level. A thorough understanding of DIFF PRESS/CABIN
ALT gage interpretation will aid the crew in smooth operation
of the pressurization system.

Cruise
Climb thrust is normally maintained upon level off until accel-

eration to the desired cruise mode takes place. Thrust is then
adjusted to the appropriate setting. If engine RPM does not
automatically synchronize at desired cruise setting, turn the
engine synchronizer switch to “OFF”, allowing the synchro-
nizer actuator to center; roughly synchronize the engines with
the throttles and turn the synchronizer switch to “FAN” or
“TURB”. For the maximum range case, thrust necessary to
maintain optimum angle of attack diminishes with fuel burn
off because of increased performance and lower airspeed
requirements as weight decreases.
Although the Citation II is not operationally restricted in rough

air, flight in severe turbulence should be avoided. If severe
turbulence is encountered, it is recommended that the ignit-
ers be turned “ON” and airspeed maintained at
approximately 180 KIAS. Maintain a constant attitude, avoid
abrupt or large control inputs, and do not chase airspeed
and altitude indications. Use of the autopilot in the SOFT
RIDE mode is recommended.
A comfortable cabin temperature is normally maintained with

the AUTO TEMP SELECT in the 10 to 2 o’clock position.
During daylight, the crew environment may not be an accu-
rate reference to cabin comfort level due to solar heating
taking place through the wide expanse of cockpit windows.
An approximate indication of airflow warmth into the cabin
can be determined by placing a hand over an open crew
foot warmer outlet. The foot warmers are an extension from
the same source as the cabin under floor ducting and can
be used as a reference for AUTO TEMP SELECT adjustments
to maintain a comfortable cabin.

Descent
The DEFOG FAN should be turned on and foot warmers

closed approximately 15 minutes before descent to reduce
condensation on the windshield and cockpit side windows.
This is particularly important when a rapid let down into an
area of high humidity is anticipated after cold soaking at
altitude.
The engine bleed air anti-ice must be activated when operat-

ing in visible moisture at temperatures of from +10°C to -30°C
indicated by OAT and any time icing is occurring. The pitot
and static anti-ice is normally operated during flight.
Detailed instructions of the engine anti-ice and surface deice

systems are found in Chapter 10 – Ice Protection and in the
FAA Approved Airplane Flight Manual.

Before Landing
Consistently comfortable and safe landings are best

achieved from a stabilized approach. The point at which the
airplane should be stabilized with airspeed at VREF to VREF
+10 KIAS, full flaps, and the desired descent rate is normally
coincident with commencing the final descent to landing.
Under instrument conditions, this usually occurs at the final
approach fix inbound. During visual approaches, this would
be a point approximately equal to a turn on to base leg,
adjusted for the altitude difference between the traffic pattern
and field elevation.
After passing the instrument approach fix outbound or near-

ing the airport traffic area, airspeed should be reduced
below 202 KIAS and the flaps extended to the APPR (15°)
position. Approaching the final instrument fix inbound (one
dot from glideslope intercept on an ILS), or a downwind
abeam position, extend the landing gear below 176 KIAS. At
the point where final descent to landing is begun, extend
FULL FLAPS, establish the desired vertical rate, and adjust
power to maintain VREF to VREF + 10 KIAS indicated airspeed.
Power management during the approach/landing phase is

relatively easy in the Citation II because an N1 setting in the
60-65% range will normally result in desired indicated air-
speeds for the various configurations. Depending on air
traffic control requirements, thrust necessary for the entire
approach can often be set during descent keeping in mind
that fan (N1) RPM will decrease slightly for a fixed throttle
setting with a decrease in altitude for indicated airspeed.
Using a sea level airport with zero wind at a typical landing
weight (10,000 LBS), a throttle setting that results in about
60% N1 in close will give approximately level flight indicated
airspeeds of 160 knots clean and 140 with flaps APPR. Gear
extended, flaps FULL and commencing an average descent
(700 FPM) will result in approximately VREF airspeed. Higher
field elevations, landing gross weights and/or headwind
component will require a greater power setting.
For maneuvering prior to final approach, minimum airspeeds

of VREF + 30, VREF + 20 and VREF + 10 should be maintained
clean, flaps APPR and flaps LAND respectively to provide an
adequate margin above stall.

Speed control on final should be precise for optimum land-

ing performance and this is best accomplished by
establishing Vref airspeed well before crossing the threshold.
In gusty wind conditions, it is recommended that one half
the gust factor in excess of 5 knots be added to Vref.
Approaching within approximately 50 feet of airport elevation,

power should be gradually reduced to counter the accelera-
tion induced by ground effect. Wind velocity and direction
will dictate the rate at which the throttles are retarded. In very
high surface headwind conditions, as an example, it may be
necessary to maintain at or near approach power until close
to touchdown. With a tailwind, a fairly rapid power reduction
may be necessary in the final descent to landing phase for
accurate speed control. In ground effect, where induced drag
is reduced, leaving approach power on will cause the air-
plane to float to a longer touchdown than desired. Retarding
the throttles gradually in the final descent will normally result
in idle thrust being reached just before touchdown.
Landing (without thrust reversers)
Touchdown, preceded by a slight flare, should occur on the

main wheels. Check thrust at idle and extend the
speedbrakes while lowering the nosewheel. Braking should
be commenced according to runway length available to
reduce brake wear. Normally with excess runway, braking is
begun after aerodynamic deceleration to below 80 KIAS
takes place. Apply smooth, gradually increasing pressure
until a comfortable turn off speed is reached. For maximum
braking performance, immediately after touchdown and wheel
spin-up, apply brakes firmly and hold to full stop (do not
modulate brake pedals).

Landing (with thrust reversers)
Touchdown, preceded by a slight flare, should occur on the

main wheels. Check thrust at idle and extend the speed
brakes while lowering the nose, apply wheel brakes and
deploy the thrust reversers. The airplane pitches slightly
upward during the deployment of the reversers. Therefore,
slight nosedown elevator pressure should be used during
thrust reverser deployment especially at high speeds such as
a refused actuation of the thrust reversers to eliminate the
possibility of FOD and improve directional control. Check
illumination of the thrust reverser lights before applying
power.
Caution: On any airplane, do not attempt to restow reversers

and take off once reversers have started to deploy. On air-
planes not incorporating SB550-78-03, throttle linkage
damage may occur resulting in loss of power or flameout.
Once the thrust reversers are deployed, move the thrust

reverser levers aft to a maximum reverse thrust. For conve-
nience, “Stops” have been installed on the thrust reverser
levers and are set to provide 92% fan speed (N1) + 2% or -
2% at -18°C at sea level. This will allow the pilot to keep his
attention on the landing rollout instead of diverting his atten-
tion on the landing rollout instead of diverting his attention to
the reverse power settings, except in an abnormal ambient
temperature condition.
At 60 KIAS, return the thrust reverser levers to the idle re-

verse detent position leaving the thrust reversers deployed for
aerodynamic drag. Thrust reversing and braking should be
commenced according to runway length. Normally, with
excess runway, braking is begun after thrust reverser decel-
eration is below 60 knots. For maximum braking performance,
immediately after touchdown and wheel spin-up, apply
brakes firmly and hold to full stop (do not modulate brake
pedals ). The thrust reversers should not be used for touch
and go landings; a full stop landing should be made once
the reversers are selected.

After Landing
It is recommended that the checklist be delayed until the

airplane is clear of the runway. Turn off anti-collision and
recognition lights. The rotating beacon (if installed) may be
left “ON”.
Do not advance the throttles while the thrust reversers are

being stowed. On airplanes not incorporating SB550-78-03
the automatic engine power retard system will activate caus-
ing misrigging of the throttle linkage system. This would
result in only partial takeoff power or possibly a flameout if
the throttle was placed in idle position. On airplanes incorpo-
rating SB550-78-03 there is danger of the throttle being
rapidly returned to idle position, which could cause injury. To
avoid activating the automatic retard system, do not advance
the primary throttle after moving the reverse thrust lever to
stow until the UNLOCK light is out.
Shutdown
Always check cabin differential pressure at zero before open-

ing the door. Any pressure existing due to malfunction of the
left main gear squat switch or outflow valves could cause the
door to open rapidly presenting a hazard to personnel in the
vicinity.
For deplaneing at night, the battery switch may be left in

BATT to make available all cabin lighting until passengers
and cabin baggage are disembarked. Turning the EXTERIOR
WING INSP LIGHTS switch “ON” provides additional illumina-
tion in front of the cabin door. An illuminated courtesy light
switch located on the forward door post is wired to the hot
battery bus and turns on the emergency exit lights and one
aft baggage compartment light.
When securing the airplane, install the engine and pitot tube
covers. Check the BATT, passenger advisory, standby gyro
(if installed) and courtesy light switches off. Closing the door
extinguishes integral courtesy light switch illumination. All
doors and the nose avionics compartment can be key
locked. A locking pin can be installed in the internal emer-
gency exit door handle to prevent access from the outside.
This pin must be removed prior to flight.

ACTION: Retract flaps
Before Takeoff
PIC SIC
Crew Briefing: The pilot Call: “Before
should review crew coordina- Takeoff
tion with respect to flap checklist”
setting, ice protection proce-
ACTION: Complete Before
dures, takeoff power setting,
Takeoff checklist
"V" speeds and airspeed Call: “Before Takeoff
limits, as well as normal and checklist complete”
emergency procedures.
Takeoff
PIC SIC
Call: “Set takeoff thrust”

ACTION: Check engine
instruments
Call: “Takeoff thrust set”
Call: “Airspeed alive”

ACTION: 70 knots
crosscheck (both
airspeed
indicators)
At: V1
Call: “V1”
At: VR
ACTION: Positive back Call: “Rotate”
pressure should be
applied and a
rotation to an
approximate 9°
pitch attitude begun
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 rotation is approximately 7° to 10°
pitch attitude. Procedures for abort and single engine takeoff
are outlined in Chapter 12 – Emergency Procedures.

Climb
PIC SIC
At: Positive rate

of climb
Call: “Positive rate”
Call: “Gear up”
ACTION: Retract gear
Call: “Gear selected up”
ACTION: Check indication
Call: “Gear indicating up”
At: V2 + 10 KIAS
Call: “V2 + 10 400 feet
or clear the ob-
stacle”
Call: “Flaps Up”

Call: “Flaps indicating
Crew Briefing: Using both up”
indicated temperature and
thrust setting graph (see
Abbreviated Checklist), At: VENR
determine climb N1.
Call: “Best climb”
At: VENR
Call: “Set climb thrust”
ACTION: Check
Call: “Climb thrust set”
Call: “Climb checklist”
ACTION: Complete climb
checklist
Call: “Climb checklist
complete”
At: 1.5% N1 or 1% N2
ACTION: Select FAN or TURB
switch as required
Call: “Engine Sync set”
ACTION: Check engine instru-
ments within limits
Call: “Engine Sync set”

Climb (continued)
PIC SIC
At: Transition Altitude

Call: “29.92 set.
Transition Altitude
checklist”
Call: “29.92 set”
ACTION: Complete Transition
Altitude checklist
Call: “Transition Altitude
checklist complete”
Cruise
PIC SIC
Crew Briefing: If engine RPM Call: “Cruise checklist”
does not automatically syn-
chronize at desired cruise
ACTION: Complete Cruise
setting, turn the engine
checklist
synchronizer switch to OFF, Call: “Cruise checklist
allowing the synchronizer complete”
actuator to center. Roughly
synchronize the engines with
the throttles and turn the
synchronizer switch to FAN or
TURB as required.
Note: Although the engine is not operationally restricted in

rough air, flight in severe turbulence should be avoided. If
severe turbulence is encountered, it is recommended that the
igniters be turned ON and airspeed maintained at approxi-
mately 180 KIAS. Maintain a constant airspeed, avoid abrupt
or extended control inputs, and do not chase airspeed and
altitude indications. Use of the autopilot in the SOFT RIDE
mode is recommended.
Caution: Do not operate deice boots when indicated OAT is

below -40°C (-40°F).
Note: The engine bleed air anti-ice must be activated when

operating in visible moisture at temperatures from +10°C to
-30°C indicated OAT and any time icing is occurring.

Descent
PIC SIC
Crew Briefing: When practi- Call: “Descent checklist”
cable, review approach and
missed approach procedures.
ACTION: Complete Descent
Determine N1 and V2 for use
checklist
in the event of a missed Call: “Descent checklist
approach. Set proper NAV complete”
frequencies and required
heading and course
information. Check runway At: Transition altitude
requirements based on gross Call: “18,000 ft”
weight and destination field
information. Call: “Set altimeter.
Transition Level
checklist”
ACTION: Set altimeter
Call: “Altimeter set”
ACTION: Complete Transition
Level checklist
Call: “Transition Level

Precision Approach
PIC SIC
Call: “Approach checklist”

ACTION: Complete Approach
checklist
Call: “Approach checklist
complete”
At: Airspeed below

202 KIAS
Call: “Flaps 15°”
ACTION: Select 15° flaps
Call: “Flaps selected 15°
Call: “Flaps indicate 15°”
Call: “Localizer captured”
Call: “Localizer captured”
At: One dot from

glideslope intercept
Call: “One dot to go”
Call: “Gear down”
Call: “Before Landing ACTION: Extend gear
checklist” Call: “Gear indicates
down”
Landing checklist
Call: “Before Landing
At: Glideslope intercept

Call: “Glideslope
captured”
Call: “Glideslope
captured”
Call: “Flaps selected 40°”

Precision Approach (continued)
PIC SIC
At: 1,000 ft above DH

Call: “1,000 ft to
minimums”
Call: “Check”
At: 500 ft above DH
Call: “500 ft to
minimums”
Call: “Check”
At: 200 ft above DH
Call: “200 ft to
minimums”
Call: “Check”
At: Point of visual
contact
Call: “Approach light in

sight at ____
o’clock”
Call: “Continue”
Call: “Runway in sight

____ o’clock”
Call: “Landing”
Note: Missed approach procedures must be executed imme-

diately 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.

Precision Missed Approach
PIC SIC
At: DH
Call: “Minimums. Missed
approach”
Call: “Missed approach”
ACTION: Set go-around power
and rotate to 10°
At: Positive rate

of climb
Call: “Gear up”
Call: “Gear indicates up”
At: V2 + 10 KIAS 400

feet or clear the
obstacle
Call: “V2 + 10 400 feet
Call: “Flaps up”

up”

Non-Precision Approach
PIC SIC

checklist
complete”
At: Airspeed below

202 KIAS
At: Localizer/course
capture
Call: “Localizer/course
capture”
Call: “Localizer/course
capture”
At: Approach to FAF

Call: “_____ minutes/
_____ miles to FAF”
Call: “Landing checklist” ACTION: Extend gear
Call: “Gear selected
down”
Call: “Gear indicates
down”
ACTION: Complete Landing
checklist
Call: “Landing checklist
complete”

Non-Precision Approach (continued)
PIC SIC
At: FAF
Call: “Final fix”
Call: “Final fix”
ACTION: Begin adequate ACTION: Start timing, set
descent rate minimum descent
(approx. 1,000 fpm) altitude, and check
altimeters
At: 1,000 ft above

MDA
Call: “1,000 ft to
minimums”
Call: “Check”
At: 500 ft above MDA
Call: “500 ft to
minimums”
Call: “Check”
At: 200 ft above MDA
Call: “200 ft to
minimums”
At: MDA
Call: “Minimums”
Call: “Check”
At: Point of visual
contact
Call: “Runway at _____
o’clock”
Call: “Landing”
When Landing is Assured:
Call: “Flaps Land”

Call: “Flaps Select Land”
Call: “Flaps Indicate

Land”
Note: Missed approach procedures must be executed imme-

diately if either of these parameters have not been met at
Minimum Descent Altitude:
1. a normal approach to the intended runway cannot be
established or,
2. adequate visual reference cannot be maintained.

Non-Precision Missed Approach
PIC SIC
At: MDA
Call: “Minimums. Missed
approach”
Call: “Missed approach”
ACTION: Disconnect autopilot
(if engaged), set go-
around power and
rotate to 7.5 to 10°
At: Positive rate

of climb
Call: “Gear up”
Call: “Gear indicates up”
At: V2 + 10 KIAS 400

feet or clear the
obstacle
Call: “V2 + 10 KIAS
Call: “Flaps up”

up”

Visual Approach
PIC SIC

checklist
complete”
At: Airspeed below

202 KIAS
Call: “Flaps 15°” ACTION: Select 15° flaps
At: Abeam touchdown

point
ACTION: Extend gear
Call: “Gear selected
down”
Call: “Gear indicates
down”
At: Base turn

checklist”
Landing checklist

Landing
PIC SIC
At: Point of visual

contact
ACTION: Disengage autopilot ACTION: Monitor VREF and
and yaw damper annunciator panel,
verify landing gear
and flap indication
At: 100 ft above

touchdown
Call: “100 feet”
ACTION: Retract speedbrakes
(as required)
At: 50 ft above
touchdown
Call: “50 feet”
At: Touchdown
Call: “Extend
speedbrakes”
ACTION: Extend speedbrakes
Call: “Speedbrakes
extended”
Call: “Deploy thrust
reversers”
ACTION: Deploy thrust
reversers Call: “Two deployed”
At: 60 KIAS
Call: “60 knots”
ACTION: Reverser levers to
idle reverse

Appendix 2
Flight Profiles
Table of Contents
Normal Takeoff...................................A2-1
ILS Flight Director/
Autopilot Approach .............................A2-2
Non-Precision Approach ......................A2-3
Circling Approach ................................A2-4
Steep Turns .......................................A2-5
Emergency Descent ............................A2-6
Visual Approach and Landing .............A2-7
Flaps Up Landing ...............................A2-8
Single-Engine ILS Approach
and Landing .......................................A2-9
Go-Around/Missed Approach ............ A2-10
Single-Engine Go-Around/
Missed Approach ............................. A2-11
Takeoff Engine Failure
After V1 .......................................... A2-12
Stall Recovery Configurations:
Clean .......................................... A2-13
Departure .................................... A2-14
Landing ....................................... A2-15
Rejected Takeoff ............................. A2-16
6 Roll Out
Airspeed ................. V2 + 20 KIAS MIN.
Climb power ........... SET
FLIGHT PROFILES 03/09

Accelerate
Normal Takeoff
Flaps ...................... RETRACT

After-takeoff/
climb checklist ........ COMPLETE
5 Close-In Turn
Flaps ............... T/O & APPR.
Airspeed .......... V2 + 20 KIAS
1 Takeoff
Bank angle ....... 30° MAX
Takeoff power ......... SET
(prior to 60 KIAS)
Airspeed .................. 70 KIAS (CROSSCHECK)
3 At VR
Takeoff power ...... SET
Rotate smoothly to 10°
Rate of climb ........ POSITIVE
FOR TRAINING PURPOSES ONLY

Gear ..................... UP
4 Straight Climbout
Airspeed ............ V2 + 10 KIAS (MIN)
2 At V1 Flaps ......... RETRACT
Both hands on control wheel (400 ft or obstacle
clearance altitude)
Accelerate
Climb checklist ....... COMPLETE
A2-1
1 Radar Vectors
A2-2
Power ............. APPROX. 65% N1 Approach Preparations
Flaps ............... T/O & APPR.
Approach procedure .............. REVIEW
Approach
Go-around procedure ............. REVIEW
checklist .......... COMPLETE
Airspeed bug ......................... SET VREF
Hdg ................. HLD
Avionics ................................. CHECK
Alt ................... HLD
Descent check ....................... COMPLETE
Apr .................. ARM (after approach
....................... clearance received)
3 Localizer ......... TRACK

Gear ................ DOWN (one dot to gs intercept)
Landing
checklist .......... BEGIN
Flaps ............... LAND (gs intercept)
ILS Flight Director/Autopilot Approach
Power ............. APPROX. 63% N1
2 Localizer ..... CAPTURE 5 Airspeed ....... VREF + WIND FACTOR (MIN)

6 Landing
Autopilot .......... DISCONNECT
Landing
4 Autopilot/FD (Coupled
Approach) ............ BEGINS DESCENT
LOC and GS
Glideslope ........... COUPLED
CITATION II APPENDIX 2 03/09

Approach Preparations
2 Within 3-5 NM of FAF or Procedure Turn Inbound
Gear ............. DOWN
Landing
checklist ....... BEGIN Airspeed bug ......................... SET VREF

Avionics ................................. CHECK
Descent checklist ................... COMPLETE
1 Procedure Turn
Non-Precision Approach
Power ................. APPROX. 65% N1

Flaps ................... T/O & APPR.
Airspeed .............. VREF + 20 MIN.
4 At MDA
Altitude ...................... MAINTAIN
Power .......... AS REQ.
3 At FAF or Fix Inbound

Timing .......... START (IF REQ.)

Descent ........ APPROX. 1000 FPM
Power .......... APPROX. 50% N1
Airspeed ....... VAPP
5 When Landing is Assured

Flaps ................... LAND
Note: Add approximately 10~15% N1 for single engine. Airspeed .............. VREF + WIND FACTOR
Maximum use of flight director/autopilot if desired: Landing
Press APR button for VOR approach checklist .............. COMPLETE
Press NAV button for LOC only approach
A2-3
Press BC button for back course localizer approach
4 Turn to Final 3 Abeam "Key" Point
Bank angle ....... 30° MAX. Timing ............. BEGIN
A2-4
Airspeed .......... VREF + 20 MIN. MDA ................ MAINTAIN
2 At Radio Fix
Airspeed .......... VREF + 20 MIN.
15 SECONDS
Circling Approach
5 Normal descent to landing

Flaps ............... LAND
Airspeed .......... VREF + WIND FACTOR
45°
1 Runway in Sight
Caution: During a circling approach, a missed approach should be executed under the Circling approach ...... INITIATE

following conditions:
Maintain visual reference
Whenever an identifiable part of the airport is not distinctly visible to the pilot during a to runway
circling maneuver at or above MDA, unless the inability to see an identifiable part of the
Turn 45° to runway centerline
airport results only from a normal bank of the aircraft during the circling approach.
If visual reference is lost during the circling maneuver, the missed approach
specified for that particular approach must be followed (unless an alternate
missed approach procedure is specified by ATC). To become established on the
prescribed missed approach course, the pilot should make an initial climbing turn
toward the landing runway and continue the turn until established on the missed Approach Preparations
approach course. Inasmuch as the circling maneuver may be accomplished in
more than one direction, different patterns will be required to become established Approach procedure .............. REVIEW
on the prescribed missed approach course, depending on the aircraft position at Go-around procedure ............. REVIEW
the time visual reference was lost. Adherence to the procedure will assure that an
aircraft will remain within the circling and missed approach obstruction clearance
areas. Avionics ................................. CHECK/SET
Flaps ..................................... T/O & APPR.
Caution: The visual cues used when flying normal traffic patterns can be misleading due
to the lower altitudes associated with circling approaches. Common mistakes are flying Gear ...................................... DOWN
the downwind leg too close to the runway, beginning the downwind-to-final turn too soon, Approach &
and descending below the MDA too early. Landing checklist ................... COMPLETE

Steep Turns
2 Bank .................. 45°

Power ................ INCREASE 2 to 3% N1

Pitch .................. AS REQ.
Power ................ APPROX. 78% N1

Airspeed ............ 200 KIAS
Flaps ................. UP 3 Altitude .............. MAINTAIN
Gear .................. UP Airspeed ............ MAINTAIN
Bank .................. MAINTAIN

10°
4 Rollout ............... 10° PRIOR TO DESIRED HEADING

Pitch .................. AS REQ.
Power ................ DECREASE 2 to 3% N1
A2-5
3 Passenger oxygen ....................... ENSURE
A2-6
PAX advisory ............................... PASS SAFETY
Airspeed ..................................... VMO/MMO MAX.
Appropriate checklist .................. COMPLETE, time permitting
1 Rapid Decompression
Oxygen masks ................................ DON (100%)
Emergency descent ........................ INITIATE
Emergency Descent
Pass. O2 valve ............................... MANUAL DROP

MIC OXY MASK switch .................... MIC OXY MASK
2 Emergency Descent
Throttles .......................................... IDLE
Speed brakes .................................. DEPLOY
Moderate bank ................................ INITIATE
Pitch ............................................... 15° NOSE DOWN
4 Roll wings level

ATC ......................... ADVISE
Transponder ............. 7700 EMERGENCY
Altimeter setting ....... OBTAIN
Altitude .................... CALL
1000 FT Above Desired Altitude

MEA ........................ CONFIRM 5
Speed brakes .......... RETRACT
6 14,000 or MEA
Level off
Crew oxygen ......... NORMAL
Airspeed ............... LONG-RANGE CRUISE
Note: If structural damage is suspected, limit airspeed. Determine new course of action
Speedbrakes may be used depending on type of damage.

3 Bank angle .............. 30° MAX. 2 Base Turn Approach Preparations
Final approach ........ CLEAR Descent .......... BEGIN
Airspeed ................. VREF + 20 KIAS MIN. Power ............ AS REQ.

Avionics ................................. CHECK
Approach checklist ................. COMPLETE
Visual Approach and Landing
1 Abeam Runway Midpoint

Power ............ 60-65% N1
Flaps .............. T/O & APPR.
Airspeed ......... VREF + 20 KIAS MIN.
Abeam Touchdown Point

Gear ............... DOWN
Landing
checklist ......... COMPLETE
4 On Final
6 Touchdown
Airspeed .............. VAP
Brakes .................... AS REQUIRED
Flaps ................... FULL (when landing assured)
Speed brakes .......... DEPLOY
Airspeed .............. VREF + 10 KIAS
Thrust reversers ...... AS REQUIRED
5 Airspeed ............ VREF + WIND FACTOR
A2-7
A2-8
2 Base Turn Approach Preparations
Descent ........... BEGIN (300-500 FPM)
Bank angle ....... 30° MAX. Approach procedure .............. REVIEW
Airspeed bug ......................... SET NEW VREF + 10/15
Flaps Up Landing
Avionics ................................. CHECK

Flaps inop checklist ................ BEGIN
3 Rollout
Airspeed .......... NEW VREF + 10
Flaps inop
1 Gear ................ DOWN
Airspeed .......... New VREF + 10

4 Threshold
Airspeed .......... New VREF + WIND FACTOR

Approach Preparations
Engine failure checklist ..................... COMPLETE
Approach procedure ........................ REVIEW
Go-around procedure ....................... REVIEW

Airspeed bug ................................... SET VREF
Avionics ........................................... CHECK
Single-engine landing checklist .......... BEGIN 1 Power ............... 75-80% N1
Flaps ................. T/O & APPR.
Airspeed ............ VREF + 10 MIN.
Single-Engine ILS Approach and Landing
2 At Glideslope Intercept
Gear .................. DOWN
Power ............... 60-65% N1

3 Flaps ....................... LAND
Single-engine
landing checklist ...... COMPLETE
A2-9
A2-10
Go-Around/Missed Approach
1 At Missed Approach/Go-Around
Power ............... TAKEOFF POWER
Rotate ............... 10°
T.O./G.A. ........... PUSH 3 At 400 FT AGL Minimum
Flaps ................. CHECK/SET 15° Power ............... SET CLIMB N1
Flaps ................. UP

4 Advise ATC
2 At Positive Rate of Climb
Climb
Gear .................. UP checklist ............ BEGIN

1 At Missed Approach/Go-Around
Power ............... TAKEOFF 3 At 400 FT AGL Minimum or Clear of Obstacles
Rotate ............... TO V BARS (7.5°) Airspeed ................. VREF + 10 MIN.
T.O./G.A. ........... PUSH Flaps ...................... UP
Flaps ................. CHECK/SET 15° Airspeed ................. CLIMB TO VENR
Power .................... CLIMB POWER
Climb checklist ....... BEGIN
Single Engine Go-Around/Missed Approach

4 Advise ATC
2 At Positive Rate of Climb
Gear .................. UP
Airspeed ............ VAC
A2-11
A2-12
1 Takeoff
Takeoff power ......... SET (prior to 60 KIAS)
Takeoff Engine Failure After V1
Airspeed .................. 70 KIAS (CROSS CHECK)
2 Airspeed .......... V 1
Both hands on control wheel

4 Straight Climbout
Airspeed ............................ V2 + 10 KIAS
Flaps ................................. UP (400 ft. or
Engine
Failure 3 At VR Obstacle Clearance Altitude)
Occurs Airspeed ............................ ACCEL. TO VENR
Rudder ................... AS REQUIRED
Rotate .................... TO V BARS (7.5°) Climb power ...................... SET
Rate of climb .......... POSITIVE Engine failure checklist ....... COMPLETE
Gear ....................... UP After takeoff checklist ........ COMPLETE

Airplane Configuration

Ignition ............................ ON
Computations ................... VREF/CLIMB POWER
ENG SYNC ....................... OFF
Stall Recovery — Clean
Yaw damper ..................... OFF
1 Power ............... 50% N1 5 Airspeed .......... ACCELERATE

to 160 KIAS
3 Maintain altitude with back pressure at an
approximate rate of 1 per second —
PITCH UP

2 Maintain altitude with 4 At first indication of an imminent stall
pitch trim to .6 AOA (buffet or shaker):
Power .................... TAKEOFF THRUST
Pitch attitude .......... MAINTAIN THE SAME
.............................. PITCH ATTITUDE
Wings ..................... LEVEL
Altitude ................... MINIMUM LOSS
A2-13
A2-14
Ignition ............................ ON
ENG SYNC ....................... OFF
Yaw damper ..................... OFF
Stall Recovery — Departure
1 Power ............... 50% N1

Flaps ................. T/O & APPR.
Bank angle ......... 20° either direction 3 Maintain altitude with back pressure at an
approximate rate of 1 per second —
PITCH UP

4 At first indication of an imminent stall (buffet
2 Maintain altitude with or shaker):
pitch trim to .6 AOA Power .................... TAKEOFF THRUST
Bank angle .............. ROLL WINGS LEVEL
Pitch ...................... MAINTAIN THE SAME
.............................. PITCH ATTITUDE
Airspeed ................. VREF + 10
Flaps ...................... UP

Ignition ............................ ON

ENG SYNC ....................... OFF
Yaw damper ..................... OFF
Stall Recovery — Landing
1 Power ............... 60% N1 5 At positive rate indication on

VSI .................. GEAR UP
At airspeed ...... VREF + 10 KIAS
3 Maintain altitude with back
pressure at an approximate Flaps ............... UP
rate of 1° per second Airspeed .......... ACCELERATE
to 160 KIAS

4 At first indication of an imminent stall (buffet
2 Flaps ............... T/O & APPR.
or shaker):
Gear ................ DOWN
Power .................... TAKEOFF THRUST
Flaps ............... LAND
Flaps ...................... T/O & APPR. (after
airspeed increases and out of buffet)
A2-15
A2-16
Rejected Takeoff
Flaps ............... T/O & APPR.
1 Accelerate aircraft with takeoff power
3 Maintain centerline orientation

Advise tower of the abort
Evacuate aircraft if required

2 Prior to V1/Rejected T.O.
Brakes ................... AS REQ.
Throttles ................. IDLE
Speed brakes ......... EXTEND
Thrust reversers ..... AS REQ.
5 Appropriate checklist ....... EXECUTE

Appendix 3
Glossary
Table of Contents
Definitions ..........................................A3-1
Cessna Citation ll Technical Manual
Definitions
Accelerate-Stop Distance
The distance required to accelerate the airplane and
then abort the takeoff due to a failed engine or other
emergency, occurring just prior to V1 with brake applica-
tion commencing at V1.
Calibrated Airspeed (KCAS)

Indicated airspeed (knots) corrected for position error
(instrument error is assumed to be zero).
CAT II
Category II operation. A straight-in ILS approach to the
runway of an airport under a Category II ILS instrument
approach procedure.
Climb Gradient
The ratio of the change in height during a portion of a
climb, to the horizontal distance traversed in the same
time interval.
Demonstrated Crosswind
The demonstrated crosswind velocity of 23 knots (mea-
sured at 30 feet above the runway surface) is the velocity
of the crosswind component for which adequate control
of the airplane during takeoff and landing was actually
demonstrated during certification tests. This is not limit-
ing.
Engine Out Accelerate-Go Distance

The horizontal distance from brake release to the point at
which the airplane attains a height of 35 feet above the
runway surface, on a takeoff during which an engine fails
at V1 and the takeoff is continued.
Gross Climb Gradient

The climb gradient that the airplane can actually achieve
with ideal conditions.
Indicated Airspeed (KIAS)

Airspeed indicator readings (knots). Zero instrument
error is assumed.
APPENDIX 3 03/09 FOR TRAINING PURPOSES ONLY A3-1

Indicated Outside Air Temperature
The indicated outside air temperature as read from the
pilot's panel.
ISA
International Standard Atmosphere.
Landing Distance
The distance from a point 50 feet above the runway
surface to the point at which the airplane would come to
a full stop on the runway utilizing the techniques pre-
sented in the FAA-approved Flight Manual, Standard
Performance Conditions—Landing, pg. 4-6.
Mach Number
The ratio of true airspeed to the speed of sound.
Net Climb Gradient

The gross climb gradient reduced by 0.8% during the
takeoff phase and 1.1% during enroute. This conserva-
tism is required by FAR 25 for terrain clearance determi-
nation to account for variables encountered in service.
OAT
Outside Air Temperature or Ambient Air Temperature.
The free air static temperature, obtained either from
ground meteorological sources or from inflight tempera-
ture indications adjusted for instrument error and com-
pressibility effects.
Position Correction
A correction applied to indicated airspeed or altitude to
eliminate the effect of the location of the static pressure
source on the instrument reading. No position correc-
tions are required when using performance section
charts in Section IV since all airspeeds and altitudes in
this section are presented as "indicated" values except
for stall speeds which are presented as "calibrated"
values.
RAT
Ram Air Temperature. The indicated outside air tempera-
ture as read from the pilot's manual.

Reference Zero
The point in the takeoff flight path at which the airplane is
35 feet above the takeoff surface at the end of the takeoff
distance required.
Takeoff Field Length

The takeoff field length given for each combination of
gross weight, ambient temperature, altitude, wind and
runway gradients is the greatest of the following:
A. 115% of the two-engine horizontal takeoff distance
from start to a height of 35 feet above runway sur-
face.
B. Accelerate-stop distance.
C. The engine-out accelerate-go distance.
No specific identification is made on the charts as to

which of these distances governs a specific case. In all
cases considered by the charts, the field length is gov-
erned by either B or C, as the two-engine takeoff dis-
tance is always shorter.
True Airspeed (KTAS)

The airspeed (knots) of an airplane relative to undis-
turbed air.
V1 Takeoff Decision Speed. The distance to continue the

takeoff to 35 feet will not exceed the scheduled takeoff
field length if recognition occurred at V1 (accelerate-go).
The distance to bring the airplane to a full stop (acceler-
ate-stop) will not exceed the scheduled takeoff field
length provided that the brakes are applied at V1.
V2 Takeoff Safety Speed. The climb speed is the actual

speed at 35 feet above the runway surface as demon-
strated in flight during takeoff with one engine inopera-
tive.
VA Maneuvering Speed. The maneuvering speed is the

maximum speed at which application of full available
aerodynamic control will not overstress the airplane.
V APP The Landing Approach Airspeed (1.3 Vs1) with T.O. &
APPR flaps, landing gear UP.

V BE Maximum Brake Energy Speed. The maximum speed
from which a stop can be accomplished within the en-
ergy capabilities of the brakes.
V ENR Single-engine enroute climb speed.
V FE Maximum Flap Extended Speed. The highest speed

permissible with wing flaps in a prescribed extended
position.
V LE Maximum Landing Gear Extended Speed. The maximum

speed at which an airplane can be safely flown with the
landing gear extended.
V LO Maximum Landing Gear Extension and Retraction

Speed. The maximum speed at which the landing gear
can be safely extended or retracted.
V MCA Minimum airspeed in the air at which directional control

can be maintained, when one engine is suddenly made
inoperative. VMCA is a function of engine thrust which
varies with altitude and temperature.
V MCG Minimum airspeed on the ground at which directional

control can be maintained, when one engine is suddenly
made inoperative. VMCG is a function of engine thrust
which varies with altitude and temperature.
V MO/M MO
Maximum operating limit speed.
VR Takeoff Rotation Speed. The rotation speed is the speed

at which rotation is initiated during takeoff to attain the V2
climb speed at or before a height of 35 feet above the
runway surface has been reached.
VREF The airspeed equal to the landing 50-foot point speed

(1.3 VSO) with full flaps and landing gear extended.
VSB Maximum operating speed with speed brakes in the

extended position.
VSO The stalling speed or the minimum steady flight speed in

the landing configuration.

VS1 The stalling speed or the minimum steady flight speed

obtained in a specified configuration.
Visible Moisture
Visible moisture includes, but is not limited to the follow-
ing conditions: fog with visibility less than 1 mile, wet
snow and rain.

Appendix 4
Annunciators
Table of Contents
Annunciators
Airplanes (550-0550 and after) ....... A4-1
Annunciators
Airplanes (550-0550 and earlier) .... A4-5
Airplanes (550-0482,
550-0485~550-0505 ...................... A4-5
Annunciators
Citation II advisory lights (annunciators) are designed to pro-

vide an easily interpreted representation of both normal and
abnormal system conditions. The majority of annunciators are
collocated on an annunciator panel located on the center
instrument panel.
Annunciator Panel
Airplanes 550-0550 and after
AC BATT CABIN ALT OIL PRESS FUEL LOW FUEL LOW HYD FLOW ENGINE
FAIL O’TEMP 10000 FT WARN LEVEL PRESS LOW ANTI-ICE SURFACE
DEICE
LH RH LH RH LH RH LH RH LH RH
GEN INVERTER EMERG FUEL FLTR FUEL HYD LOW P/S HTR
OFF FAIL PRESS ON POWER BYPASS BOOST ON LEVEL OFF
BRAKE
LH RH 1 2 BLD AIR LOW PRESS LH RH LH RH HYD PRESS LH RH
GND ON
AIR DUCT ANTI SKID F/W W/S AIR

SPEED O’HEAT INOP SHUT OFF O’HEAT
BRAKE
EXTEND ACM DOOR NOT LH RH
O’PRESS LOCKED
1
ACM KEY:
O’PRESS Red requires immediate attention, hazardous
condition exists.
Amber requires attention, possible dangerous
condition exists.
3 4
2
BLD AIR White safe or normal configuration, routine
SPARE SPARE action.
GND

Annunciator Test
If the system is functioning normally, all annunciators and the
MASTER WARNING lights should illuminate when the TEST
selector knob on the lower left instrument panel is positioned
to "ANNUN" and the BATT switch is in the "ON" position.
AC AC power bus voltage is above 130 VAC or

FAIL below 90 VAC. Illumination of light triggers the
master warning system, which will illuminate
the MASTER WARNING light.
BATT Steady illumination: battery temperature over

O'TEMP 145°F; flashing: battery temperature over
160°F. Illumination of either annunciator trig-
gers the master warning system, which will
illuminate the MASTER WARNING light.
CABIN ALT Cabin pressure altitude is above 10,000 feet.

10,000 FT Illumination of annunciator triggers the master
warning system, which will illuminate the MAS-
TER WARNING light.
OIL PRESS Oil pressure is below safe limits (35 PSI) in left
WARN or right engine. Illumination of light also triggers
the master warning system, which will illumi-
LH RH nate the master warning light.
FUEL LOW Fuel quantity in left and or right tanks has

LEVEL reached a level of 169 to 219 pounds.
LH RH
FUEL LOW Low fuel supply pressure to engine-driven

PRESS pump. Primary pump failure will automatically
initiate boost pump operation as long as FUEL
LH RH BOOST switch is in the NORM position. Light
remaining on indicates failure of both pumps.
HYD FLOW Left and/or right hydraulic system flow is below

LOW approximately 0.35 to 0.55 gallons per minute.
LH RH

ENGINE Left and/or right engine inlet, stator, or inboard

ANTI-ICE wing anti-ice has failed.
LH RH
Illuminates twice during the 12- second surface

deice boot cycle to indicate proper boot infla-
SURFACE tion pressure. Tail boot inflation cannot be
DEICE checked visually from the cockpit.
GEN Left and/or right generator is not connected to

OFF the airplane bus. Illumination of both annuncia-
tors triggers the master warning system, which
LH RH will illuminate the MASTER WARNING light.
Number 1 or 2 inverter output voltage is above

INVERTER 130 VAC or below 90 VAC. Inverter failure
FAIL triggers AC FAIL annunciator. Resetting MAS-
TER WARNING will extinguish the AC FAIL
1 2 annunciation unless both INVERTER FAIL lights
are illuminated.
Emergency pressurization has been manually

EMER selected or automatically activated by an air
cycle machine overheat.
PRESS ON
BLD AIR High flow rate of bleed air has been selected
GND from the right engine for ground operation of
the air conditioner.
Power brake hydraulic pressure is low.

POWER
BRAKE
LOW PRESS
FUEL FLTR Bypass on the AMBER fuel low pressure light

BY PASS pressure is low in left and right systems.
LH RH

FUEL Electric power has been applied to the left and/
BOOST ON or right fuel boost pump.
LH RH
HYD LOW Hydraulic reservoir is low.

LEVEL
HYD PRES Hydraulic system is pressurized.
ON
P/S HTR Left and/or right pilot heat is off.

OFF
LH RH
Left and right speedbrakes are fully extended.

SPEED
BRAKE
EXTEND
AIR DUCT Ventilation duct temperature exceeds safe

O'HEAT limits.
ACM Air cycle machine pressure is over 42 psi.
O'PRESS
ANTI SKID Anti skid system is inoperative.

INOP
Cabin door, aft compartment access door lock,
DOOR NOT or either nose baggage door lock is/are not
LOCKED locked.
F/W Left and/or right fuel and hydraulic shutoff

SHUTOFF valves are closed.
LH RH
W/S AIR Bleed air to the windshield exceeds safe tem-

O'HEAT perature limits, or >5 PSI in the plumbing with
the system off.

Annunciators
Citation II advisory lights (annunciators) are designed to pro-

vide an easily interpreted representation of both normal and
abnormal system conditions. The majority of annunciators are
collocated on an annunciator panel located on the center
instrument panel.
Annunciator Panel
Airplanes 550-0550 and earlier
BATT CAB ALT L HYD R HYD L OIL R OIL

AC FAIL
O’HEAT 10,000 FT PRESS LO PRESS LO PRESS LO PRESS LO
1
ANTI-SKID W/S AIR BLEED AIR L ENG R ENG L GEN R GEN
INOP O’HEAT GND/HI ICE FAIL ICE FAIL OFF OFF
PWR BRK AIR DUCT EMER PRESS L F/W R F/W L FUEL R FUEL
PRESS LO O’HEAT ON SHUTOFF SHUTOFF PRESS LO PRESS LO
2 3 4
HYD PRESS DOOR NOT ACM EJECTOR L PRECOOL R PRECOOL L FUEL R FUEL
ON LOCKED ON FAIL FAIL BOOST ON BOOST ON
HYD LEVEL P/S HTR SPD BRAKE FUEL FILT L FUEL R FUEL
SURF DEICE
LO OFF EXTENDED BYPASS LEVEL LO LEVEL LO
Airplanes 550-0482, 550-0485~550-0505
1
ACM KEY:
O’PRESS Red requires immediate attention, hazardous
condition exists.
Amber requires attention, possible dangerous
condition exists.
3 4
2
BLD AIR White safe or normal configuration, routine
SPARE SPARE action.
GND

Annunciator Test
If the system is functioning normally, all annunciators and the
MASTER WARNING lights should illuminate when the TEST
selector knob on the lower left instrument panel is positioned
to "ANNUN" and the BATT switch is in the "ON" position.
AC AC power bus voltage is above 130 VAC or

below 90 VAC. Illumination of light triggers
FAIL the master warning system, which will illumi-
nate the MASTER WARNING light.
Steady illumination: battery temperature over

BATT
145°F; flashing: battery temperature over
O'HEAT 160°F. Illumination of either annunciator
triggers the master warning system, which
will illuminate the MASTER WARNING light.
Cabin pressure altitude is above 10,000 feet.

CABIN ALT
Illumination of either annunciator triggers the
10,000 FT master warning system, which will illuminate
the MASTER WARNING light.
L HYD Left and/or right hydraulic system flow is

below approximately 0.35 to 0.55 gallons
PRESS LO per minute.
R HYD
PRESS LO
Oil pressure is below safe limits (35 PSI) in

L OIL
left or right engine. Illumination of light also
PRESS LO triggers the master warning system, which
will illuminate the master warning light.
R OIL
PRESS LO
ANTI-SKID Anti-skid system is inoperative.

INOP
W/S AIR Bleed air to the windshield exceeds safe

O'HEAT temperature limits, or >5 PSI in the plumbing
with the system off.
BLEED AIR High flow rate of bleed air has been selected
GND/HI from the right engine for ground operation of
the air conditioner.

ACM Air cycle machine pressure is over 42 psi.

O'PRESS (550-0482, 550-0485~550-0505)
L ENG Left and/or right engine inlet, stator, or in-

board wing anti-ice has failed.
ICE FAIL
R ENG
ICE FAIL
L GEN Left and/or right generator is not connected

to the airplane bus. Illumination of both
OFF
annunciators triggers the master warning
R GEN system, which will illuminate the MASTER
WARNING light.
OFF
PWR BRK Power brake hydraulic pressure is low.

PRESS LOW
AIR DUCT Ventilation duct temperature exceeds safe

O'HEAT limits.
EMER Emergency pressurization has been

manually selected or automatically activated
PRESS ON
by an air cycle machine overheat.
Left and/or right fuel and hydraulic shutoff

L F/W
valves are closed.
SHUTOFF
R F/W
SHUTOFF
L FUEL Low fuel supply pressure to engine-driven

pump. Primary pump failure will automati-
PRESS LO
cally initiate boost pump operation as long
R FUEL as FUEL BOOST switch is in the NORM
position. Light remaining on indicates failure
PRESS LO
of both pumps.
HYD PRESS Hydraulic system is pressurized.

ON

DOOR NOT Cabin door, aft compartment access door
LOCKED lock, or either nose baggage door lock is/are
not locked.
ACM EJECTOR Air cycle machine ejector on during ground

ON operation with both throttles below 85% or
with pressure applied to wheel brakes. (550-
0550 and earlier)
BLD AIR High flow rate of bleed air has been selected
from the right engine for ground operation of
GND
the air conditioner. (550-0482, 550-
0485~550-0505)
Air from precooler above 282°, +6 or -6°C.

L PRECOOL
(550-0481 and earlier, -0483, -0484)
FAIL Spare on (550-0482, 550-0485~550-0505)
R PRECOOL
FAIL
Electric power has been applied to the left

L FUEL and/or right fuel boost pump.
BOOST ON
R FUEL
BOOST ON
Fluid in the hydraulic reservoir is low.

HYD
LEVEL LO
P/S HTR Left and/or right pilot heat is off.

OFF
Illuminates twice during the 12- second

SURF DEICE surface deice boot cycle to indicate proper
boot inflation pressure. Tail boot inflation
cannot be checked visually from the cockpit.
SPD BRAKE Left and right speedbrakes are fully ex-

EXTENDED tended.

FUEL FILT Left, right or both fuel filters approaching, or

actually being bypassed due to fuel filter
BYPASS restriction.
Fuel quantity in left and or right tanks has

L FUEL
reached a level of 169 to 219 pounds.
LEVEL LO
R FUEL
LEVEL LO

C550 POH CH 11 Al Final

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Cessna Citation II Technical Manual

Overview ............................................. 11-1

Battery and Starter

Oil Limitations .................................... 11-8

Fuel Limitations .................................. 11-9

Hydraulic Fluid Limitations ............... 11-10

Flight Crew Limitations ..................... 11-11

Cabin Limitations ............................. 11-11

Pressurization Differential ................. 11-11

Pressurization Source Selector ......... 11-11

Icing Limitations .............................. 11-12

Thrust Reversing Limitations ............. 11-13

Oxygen System ................................ 11-13

HF/ADF System ............................... 11-14

Baggage Limitations ......................... 11-14

This chapter provides a comprehensive listing of operational

LIMITATIONS 03/09 FOR TRAINING PURPOSES ONLY 11-1

Maximum Operating Speed

Maximum Operating Speed

Maximum Landing Gear

Maximum Landing Gear

Maximum Speed Brake

11-2 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 11 03/09

550-0627 and after:

Note: Maximum takeoff and landing weights may be addition-

Center of Gravity Limits

550-0626 and earlier:

Note: It is the responsibility of the pilot to ensure that the air-

LIMITATIONS 03/09 FOR TRAINING PURPOSES ONLY 11-3

Maximum Altitude................................... 14,000 Feet

Flight Load Factor Limitations

550-0626 and earlier at 13,300 LBS maximum takeoff weight

550-0627 and after at 14,100 LBS maximum takeoff weight

Note: These accelerations limit the angle-of-bank in turns and

Note: This airplane is certificated in the normal category. The

11-4 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 11 03/09

550-0626 and earlier

550-0627 and after:

Note: Maximum enroute operating temperature limit is ISA

The Citation II is approved for the following types of operation

LIMITATIONS 03/09 FOR TRAINING PURPOSES ONLY 11-5

Number of Engines ........................... 2

Thrust Time Limit Maximum Oil Pressure Oil Temp.

Takeoff 5 700 (4) 31,450 96 16,540 104 (6) 70 - 85 (5) 10 - 121

1. Maximum ITT limited to 2-seconds during engine start.

To ensure accurate fan speed thrust indication, the fan must be

11-6 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 11 03/09

Battery and Starter Cycle Limitations

Whether powered by battery, external power unit, or cross start

Battery cycling is limited to three engine start attempts per

1. If battery limitation is exceeded, a deep cycle, including a

Note: Starting ITT exceeding 500°C should be investigated in

Note: If the BATT O’HEAT (BATT O’TEMP, 550-0627 and after)

Prolonged Ground Operations

Continuous engine ground static operation up to and including

LIMITATIONS 03/09 FOR TRAINING PURPOSES ONLY 11-7

Caution: When changing from an existing lubricant formulation

Note: Do not mix types or brands of oil.

Should it be necessary to replenish oil consumption loss when

1. The total quantity of added oil does not exceed two US

Should oils of non-approved brands or of different viscosities

Note: Minimum starting oil temperature is -40°C.

11-8 FOR TRAINING PURPOSES ONLY CITATION II CHAPTER 11 03/09