Citation Excel

Cockpit Reference Handbook

January 2013
Revision 1
Notice: This Citation Excel Cockpit Reference Handbook is to be
used for aircraft familiarization and training purposes only. It is not to
be used as, nor considered a substitute for the manufacturer’s Pilot
or Maintenance Manuals.

SimuFlite

Copyright © 2013, CAE, Inc.

All rights reserved.

Cessna Citation aircraft materials used in this publication

have been reproduced with permission of
the Cessna Aircraft Company.

Printed in the United States of America.

 Introduction

Welcome to CAE SimuFlite!

Our goal is a basic one: to enhance your safety, proficiency

and professionalism within the aviation community. All of us
at CAE SimuFlite know that the success of our company
depends upon our commitment to your needs. We strive for
excellence by focusing on our service to you.

We urge you to participate actively in all training activities.

Through your involvement, interaction, and practice, the full
value of your training will be transferred to the operational
environment. As you apply the techniques presented
through CAE SimuFlite training, they will become “second
nature” to you.

Thank you for choosing CAE SimuFlite. We recognize that

you have a choice of training sources. We trust you will find
us committed to providing responsive, service-oriented
training of the highest quality.

Our best wishes are with you for a most successful and
rewarding training experience.

The Staff of CAE SimuFlite

Citation Excel Developed for Training Purposes 1-1

November 2004
CAE SimuFlite

1-2 Developed for Training Purposes Citation Excel

November 2004
 Introduction

Introduction
CAE SimuFlite created this reference handbook for cockpit use.
It is an abbreviated version of the CAE SimuFlite Technical
Manual and includes international flight planning information.
Please refer to the front of each chapter for a table of contents.

The Operating Procedures chapter contains four elements:

Preflight Inspection, Expanded Normal Procedures, a sample
Standard Operating Procedure (SOP), and Maneuvers.

The Limitations chapter contains general, operational, and air-

craft systems limitations.

The alphabetically arranged Systems chapter includes text for

particular systems and relevant color schematics.

The Flight Planning chapter includes maximum allowable

takeoff and landing weight flow charts and a sample loading
schedule. International flight planning information includes a
checklist, a glossary of frequently used international flight oper-
ation terms, and sample flight plan forms (ICAO and FAA) with
completion instructions.

The Servicing chapter contains servicing specifications and

checklists for fueling, defueling, and other servicing procedures.

The Emergency Information chapter provides basic first aid

instructions.

Information in the Conversion Tables chapter may facilitate

your flight planning and servicing computations.

Citation Excel Developed for Training Purposes 1-3

November 2004
CAE SimuFlite

1-4 Developed for Training Purposes Citation Excel

November 2004
Operating Procedures
This chapter contains three sections: Preflight Inspection, a
sample Standard Operating Procedure (SOP), and Maneuvers.
Although these procedures are addressed individually, their
smooth integration is critical to ensuring safe, efficient opera-
tions.
Preflight Inspection contains an abbreviated checklist for the
exterior inspection as well as preflight cockpit and cabin
checks.
Standard Operating Procedures details Pilot Flying/Pilot Not
Flying callouts and verbal or physical responses.
Maneuvers contains pictorial representations of specific
maneuvers.

Citation Excel Developed for training purposes 2-1

April 2002
CAE SimuFlite

2-2 Developed for training purposes Citation Excel

April 2002
 Preflight Inspection

Preflight Inspection
Table of Contents
Checklist Usage . . . . . . . . . . . . . . . . . . . . . . 2A-3
Cockpit Flow Pattern (Power Off) . . . . . . . . . . . . 2A-4
Left Seat Cockpit Setup . . . . . . . . . . . . . . . . . . 2A-4
Right Seat Cockpit Setup . . . . . . . . . . . . . . . . . 2A-6
Cockpit Power On Inspection . . . . . . . . . . . . . . 2A-7
Exterior Inspection . . . . . . . . . . . . . . . . . . . . 2A-8
Left Nose . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-8
Right Nose . . . . . . . . . . . . . . . . . . . . . . . . . 2A-9
Right Wing . . . . . . . . . . . . . . . . . . . . . . . . . 2A-10
Right Engine . . . . . . . . . . . . . . . . . . . . . . . . 2A-12
Right Empennage . . . . . . . . . . . . . . . . . . . . . 2A-12
Left Empennage . . . . . . . . . . . . . . . . . . . . . . 2A-13
Aft Baggage Compartment . . . . . . . . . . . . . . . . 2A-14
Left Engine . . . . . . . . . . . . . . . . . . . . . . . . . 2A-14
Left Wing . . . . . . . . . . . . . . . . . . . . . . . . . . 2A-15
Cabin Inspection . . . . . . . . . . . . . . . . . . . . . 2A-16
Cockpit Inspection . . . . . . . . . . . . . . . . . . . . 2A-17

Citation Excel Developed for training purposes 2A-1

November 2004
CAE SimuFlite

2A-2 Developed for training purposes Citation Excel

November 2004
 Preflight Inspection

Checklist Usage
Tasks are executed in one of two ways:
■
as a sequence that uses the layout of the cockpit controls
and indicators as cues (i.e., “flow pattern”)
■
as a sequence of tasks organized by event rather than panel
location (e.g., After Takeoff, Gear – RETRACT, Yaw Damper
– ENGAGE).
Placing items in a flow pattern or series provides organization
and serves as a memory aid.
A challenge-response review of the checklist follows execution
of the tasks; the PM calls the item, and the appropriate pilot
responds by verifying its condition (e.g., “Engine Anti-Ice” [chal-
lenge] – “ON” [response]).
Two elements are inherent in the execution of normal proce-
dures:
■
use of either the cockpit layout or event cues to prompt the
correct switch and/or control positions
■
use of normal checklists as “done” lists.

Citation Excel Developed for training purposes 2A-3

November 2004
 CAE SimuFlite

Cockpit Flow Pattern (Power Off) Cockpit Flow Pattern (Power Off)
Left Seat Cockpit Setup
A
Oxygen Masks/Switches and Pressure . . . . . . . . CHECK
D
Oxygen Quantity (Copilot Instrument
C Side Panel) . . . . . . . . . . . . . . . . . . . . . . CHECK
B
Oxygen Line Flow Indicator . . . . . . . . . . . . . CHECK
B Regulator . . . . . . . . . . . . . . . . . . . . . . . . 100%

A
Mic Selector . . . . . . . . . . . . . . . . . . . . .MASK
A
Oxygen Panel Test Button . . . . . . . . . . . . . .PUSH
E
Check mask microphone is operative.
Emergency Pressure Position . . . . . . . . . . . . CHECK
Observe constant flow and audible mask mic sound.
PASS OXY VALVE Switch . . . . . . . . . . . . . . . AUTO
Circuit Breakers . . . . . . . . . . . . . . . . . . . CHECK IN

B
Floor/Window Vents . . . . . . . . . . . . . . AS REQUIRED
MIC Selector . . . . . . . . . . . . . . . . . . . . . HEADSET
CROSSFEED . . . . . . . . . . . . . . . . . . . . . . . . OFF
EEC’S . . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
EMER LTS . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
GEN Switches . . . . . . . . . . . . . . . . . . . . . . . . GEN
For GPU start . . . . . . . . . . . . . . . . . . . . . . . OFF
BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
FUEL BOOST Pumps . . . . . . . . . . . . . . . . . NORMAL
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . NORM

2A-4 Developed for training purposes Citation Excel

November 2004
 Preflight Inspection

Avionics Power . . . . . . . . . . . . . . . . . . . . . . . OFF

Audio Control Panel . . . . . . . . . . . . . . . AS DESIRED
Panel Light Switches . . . . . . . . . . . . . . . AS DESIRED
L AHRS . . . . . . . . . . . . . . . . . . . . . . . . . . SLAVE
Control Lock . . . . . . . . . . . . . . . . . . . . . . . . .OFF
STANDBY PWR . . . . . . . . . . . . . . . . . . .TEST/OFF

C
Landing Gear Handle . . . . . . . . . . . . . . . . . . DOWN
ANTI-SKID Brake Switch . . . . . . . . . . . . ANTI-SKID ON
N1 Takeoff Power Setting . . . . . . . . . . . . . . . . . . SET

D
Thrust Reverser Emergency Stow Switches . . . . NORMAL
Anti-Ice/Deice Switches . . . . . . . . . . . . . . . . . . . OFF
PAX SAFETY . . . . . . . . . . . . . . . . . . . . . . . . OFF
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . . OFF
Pressurization/Environmental . . . . . . SET AS REQUIRED

E
Throttles . . . . . . . . . . . . . . . . . . . . . . . . CUT OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
Check that handle matches indicator.
Engine Synchronizer . . . . . . . . . . . . . . . . . . . . OFF
Elevator Trim . . . . . . . . . . . . . . . . . . . . . . . . . SET
Rotary Test Switch . . . . . . . . . . . . . . . . . . . . . OFF
LANDING/REC/TAXI Lights . . . . . . . . . . . . . . . . OFF
Aileron/Rudder Trims . . . . . . . . . . . SET FOR TAKEOFF

Citation Excel Developed for training purposes 2A-5

November 2004
CAE SimuFlite

Right Seat Cockpit Setup

A
Oxygen Masks/Switches and Pressure . . . . . . . . CHECK
Oxygen Line Flow Indicator . . . . . . GREEN OR CLEAR
Regulator . . . . . . . . . . . . . . . . . . . . . . . . 100%
Mic Selector . . . . . . . . . . . . . . . . . . . . . . .MASK
Oxygen Panel Test Button . . . . . . . .PUSH and HOLD
Emergency Pressure Position . . . . . . . . . . . . CHECK
Circuit Breakers . . . . . . . . . . . . . . . . . . . CHECK IN
Observe constant flow and audible mask mic sound.
APU Controls (if equipped) . . (All Switches) OFF OR NORM
Floor/Window Vents . . . . . . . . . . . . . . AS REQUIRED

B
Microphone Switch . . . . . . . . . . . . . . . MIC HEADSET
Oxygen Pressure Gage . . . . . CHECK (1,600-1,800 PSIG)
Audio Control Panel . . . . . . . . . . . . . . . . . . . . . SET
R AHRS . . . . . . . . . . . . . . . . . . . . . . . . . SLAVE
A/C FANS (if equipped) . . . . . . . . . . . . . . . . . . . OFF
CKPT RECIRC Fan . . . . . . . . . . . . . . . . . . . . . OFF

2A-6 Developed for training purposes Citation Excel

November 2004
 Preflight Inspection

Cockpit Power On Inspection

BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . EMER
Check N1 indicators, RMU #1, Standby HSI and landing gear
indicators are receiving power.
BATT Switch . . . . . . . . . . . . . . . . BATT (24V DC MIN)
Engine Instruments . . . . . . . . . . . . CHECK/NO FLAGS
AVIONICS POWER . . . . . . . . . . . . . . . . . . . . . ON
Gear Indicator Lights . . . . . . . . THREE GREEN/NO RED
Rotary TEST Switch . . . . . . TEST EACH POSITION/OFF
AVIONICS POWER . . . . . . . . . . . . . . . . . . . . . OFF
GND REC/Exterior Lights . . . . . . . . . . . . . . . ON/OFF
Ground personnel check that lights illuminate.
Pitot Heat (30 Seconds) . . . . . . . . . . . . . . . . . . . ON
Ensure all covers are removed from pitot tubes and static ports.
Allow thirty seconds for pitot tubes and static ports to heat.
EMER Lights (Check Illumination) . . . . . . ON, THEN OFF
Fuel Quantity . . . . . . . . . . . . . . . CHECK/BALANCED
Annunciator Panel . . . . . . . . . . PROPER INDICATIONS
Parking Brake . . . . . . . . . . SET WITH POWER BRAKES
Pitot Heat . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Digital Clocks . . . . . . . . . . . . . FLIGHT TIME RESET 0
BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . . OFF
All Other Switches . . . . . . . . . . . . . . . OFF OR NORM

Citation Excel Developed for training purposes 2A-7

November 2004
 CAE SimuFlite

Exterior Inspection Walkaround Path Exterior Inspection (General)

Make a general check for security conditon, and cleanliness of
the aircraft and components. Check particularly for damage,
fluid leakage, security of access panels, and removal of keys
from locks. Remove all covers from the pitot tubes, static ports,
probes and engine inlets and exhausts.
B
A
A Left Nose
Static Ports (3) . . . . . . . . . . . . . . . . . CLEAR/WARM
Center Fuselage Vents/Refreshment Center/
Static Ports Drains . . . . . . . . . . . . . . . . . . . . CLEAR
C
Antennas . . . . . . . . . . . . . . . CONDITION/SECURITY
L Accessory Door . . . . . . . . . . . . . . . . . . . . . OPEN
Power Brake Accumulator Charge . . . PER PLACARD (PRE
CHARGE 675 PSI)
I
H D
TEMP °F - 65 10 50 70 95 130

PRESS PSI 500 600 650 675 700 750

G Brake Fluid Reservoir Sight Gages:

F E
Accum Press/Prechg . . . . . PURPLE TINT/BALL AT TOP
OF UPPER SIGHT GLASS
Accum Press Normal Press . . PURPLE TINT/BALL AT TOP
OF LOWER SIGHT GLASS
Anti-skid BIT indicators . . . . . . . . . . . . . . . CHECKED
Meggitt Standby Power Supply . . . . . . . . . . . CHECKED
Nitrogen Emergency Air . . . . . . CHECK (1800 to 2060 PSI
PER PLACARD)
Move switch on the AHRS Standby Power Supply to Test
position. Observe green light.

2A-8 Developed for training purposes Citation Excel

November 2004
 Preflight Inspection

L Accessory Door . . . . . . . . . . . SECURE/KEY-LOCKED

The accessory door must be key-locked to actuate the door
locked microswitches and extinguish the ACC DOOR
UNLOCKED NOSE annunciator in the cockpit.
Left Windshield . . . . . . . . . . . . . . . . . . . CONDITION
Nose Gear/Wheel . . . . . . . . . . . . . . . . . . CHECKED
Nose Gear Tire . . . . . . . . . . . . . . . . . . . CONDITION
Inflation . . . . . . . . . . . . . . (UNLOADED) 130 ±5 PSI
(LOADED) 135 ±5 PSI
Nose Gear Strut and Doors . . . . . . . . . . . . . CHECKED
Strut Extension . . . . . . . . . . . . . CHECKED/3 INCHES
Pitot Tubes (L and R) . . . . . . . . . . . . . . CLEAR/WARM

CAUTION: Touch pitot tubes lightly; to grasp firmly

can cause severe burns.

Radome . . . . . . . . . . . . . . . . . . . . . . . CHECKED

B Right Nose
R Accessory Door . . . . . . . . . . . . . . . . . . . . OPEN
AHRS Standby Power Supply . . . . . . . . . . . CHECKED
Move switch on the AHRS Standby Power Supply to Test
position. Observe green light.
Oxygen Filler . . . . . . . . . . . . . . . . . . . . . . SECURE
Oxygen Bottle . . . . . . . . . . . . . . . . . . . . . SECURE
R Accessory Door . . . . . . . . . . SECURE/KEY-LOCKED
The accessory door must be key-locked to actuate the door
locked microswitches and extinguish the ACC DOOR
UNLOCKED NOSE annunciator in the cockpit.

Citation Excel Developed for training purposes 2A-9

November 2004
CAE SimuFlite

Right Windshield . . . . . . . . . . . . . . . . . . CONDITION

Ovbd Vent Lines . . . . . . . . . . . . . . . . . . . . . CLEAR
Static Ports . . . . . . . . . . . . . . . . . . . CLEAR/WARM
Oxygen Blowout Disc . . . . . . . . . . . . . . . . . . GREEN
Taxi Lights . . . . . . . . . . . . . . . . . . . . . .CONDITION
Rosemont Probe . . . . . . . . . . . . . . . . . . . . SECURE

CAUTION: Touch pitot tubes lightly; to grasp firmly

can cause severe burns.

Standby Pitot Tube . . . . . . . . . . . . . . . CLEAR/WARM

AOA Vane . . . . . . . . . . . . . . CLEAR/WARM/ROTATES

C Right Wing
Dorsal Fin Air Inlet . . . . . . . . . . . . . . . . . . . . CLEAR
Engine Fan Duct . . . . . . . . . . . . . . . . . . . . . CLEAR
Fan/Forward T1 and T0 Sensor . . . . . . . . CONDITION

Wing Inspection Light . . . . . . . . . . . . . . . . CHECKED

Emerg Exit Door/Handle . . . . . . FLUSH WITH FUSELAGE
Emerg Exit Lights (3) . . . . . . . . . . . . . . . . CHECKED
Wing Purge Air Inlet . . . . . . . . . . . . . . . . . . . CLEAR
Single Point Refueling Panel . . . . . . . . . . . . CHECKED
Check the cap for proper attachment. Check the pre-check
valves in the correct position. Close and lock the door.
Heated Leading Edge . . . . . . . . . . . . . . . CONDITION
Fuel Quick Drains (5) . . . . DRAINED/SAMPLE CHECKED
Main Gear Door . . . . . . . . . . . . CONDITION/SECURE

2A-10 Developed for training purposes Citation Excel

November 2004
 Preflight Inspection

Main Gear Strut . . . . . . . . . . . . . SECURE/NO LEAKS

Oleo Strut Extension (fully fueled aircraft) slightly more than
2 inches.
Main Gear Wheel/Tire . . . . . . . . . CONDITION/SECURE
Tire Inflation . . . . . . . . . . (UNLOADED) 210 +2/-5 PSI
(LOADED) 218 +2/-5 PSI
Boundary Layer Energizers (11) . . . . . . . . . . . CHECK
None may be missing.
Vortex Generators (26) . . . . . . . . . . . . . . . . . CHECK
No more than 3 may be missing on entire airplane.
Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . SECURE
Fuel Tank Vent . . . . . . . . . . . . . . . . . . . . . . CLEAR
If the inlet vent is blocked, a negative pressure may build up
in the wing causing tank to collapse.
Equalizer Vent . . . . . . . . . . . . . . . . . . . . . . CLEAR
Heated Leading Edge Vent . . . . . . . . . . . . CONDITION
Landing/Recog Light . . . . . . . . . . . . . . . . CONDITION
Nav/Strobe Light . . . . . . . . . . . . . . . . . . CONDITION
Static Wicks (20) . . . . . . . . . . . . . . . . . . . . CHECK
One on each wing area may be missing. The rudder or vertical
stabilizer may be missing one static wick. No static wicks may
be missing from the elevators or AFIS.
Aileron . . . . . . . . . . . . . . . . . . CONDITION/SECURE
Check ailerons for freedom and hinge points for security.
Speedbrakes/Flaps . . . . . . . . . . . CONDITION/SECURE
Check flaps and speedbrakes for security. Check that flap
position matches cockpit indicator.
Rear of Landing Gear . . . . . . . . . . CHECK CONDITION

Citation Excel Developed for training purposes 2A-11

November 2004
CAE SimuFlite

D Right Engine
Oil Level . . . . . . . . . . . . . . CHECKED WITHIN 10 MIN
OF SHUTDOWN
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . SECURE
Oil Filler Access Door . . . . . . . . . . . . . . . . . SECURE
Pylon Heat Exchanger . . . . . . . . . . . . . . . . . CLEAR
Do not push on the door. The exit vent should be clear of
obstructions.
Engine Fluid Drain Mast . . . . . . . . . . . . . . . . . CLEAR
Generator and Alternator Exhaust . . . . . . . . . . . CLEAR
Engine Exhaust/Bypass Duct
Aft T1 Sensor . . . . . . . . . . . . . . . CONDITION/CLEAR
Check for bent blades, nicks and blockage of fan stators.

NOTE: If fan is windmilling, place hand on bullet nose or

install cover to stop. If any damage is observed, refer to
Engine Maintenance Manual.

Thrust Reverser . . . . . . . . . . . . CONDITION/STOWED

E Right Empennage
Lavatory Service Access Door . . . . . . . . . . . . SECURE
Hydraulic Service Door . . . . . . . . . . . . . . . . SECURE
Vapor Cycle Inlet/Exhaust
or APU Inlet/Exhaust . . . . . . . . . . . . . . . . . . CLEAR
Tailcone Access Door . . . . . . . . . . . . . . . . . . . OPEN
Environmental Control Unit (ECU) . . . . . . . . CONDITION
Hydraulic Reservoir . . . . . . . . . . . . . . . . . . . CHECK
Check the reservoir sight gage for a reading above the
REFILL mark. Check for leaks.

2A-12 Developed for training purposes Citation Excel

November 2004
 Preflight Inspection

Aft J-Box Circuit Breakers . . . . . . . . . . . . . . . . . SET

ECS Fault Panel and APU Fault Indicators
(if equipped) . . . . . . . . . . . . . . . . . . . . CONDITION
Tailcone Access Door . . . . . . . . . . . SECURE/LOCKED
Right Horiz Stab Deice Boot . . . . . . . CONDITION/CLEAR
Right Elevator/Trim Tab . . . . . . . . . . . . . . CONDITION
Visuallly check hinge points for security. Ensure trim tab posi-
tion matches cockpit indicator.
Flashing Beacon . . . . . . . . . . . . . . . . . . CONDITION

F Left Empennage
Aft Tail Strakes . . . . . . . . . . . . CONDITION/SECURITY
Rudder/Trim Tab . . . . . . . . . . . . . . . . . . CONDITION
Visuallly check hinge points for security. Ensure trim tab
matches cockpit indicator.
Static Wicks (9) . . . . . . . . . . . . . . . . . . CONDITION
Check 2 static wicks on each elevator trailing edge, 2 static
wicks on upper trailing edge of rudder, 1 static wick on top of
rudder, 1 on top of vertical fin, and 1 on the stinger. If an ele-
vator or rudder static wick is missing, it should be replaced
prior to flight to ensure proper control surface balance. No
more than 3 may be missing from the entire aircraft and no
more than 2 consecutively.
Left Elevator/Trim Tab . . . . . . . . . . . . . . . CONDITION
Visuallly check hinge points for security. Ensure trim tab posi-
tion matches cockpit indicator.
Left Horiz Stab Deice Boot . . . . . . . CONDITION/CLEAR
Horizontal Stab Position . . . . . . . . AGREES WITH FLAP
POSITION

Citation Excel Developed for training purposes 2A-13

November 2004
CAE SimuFlite

G Aft Baggage Compartment

Baggage Compartment . . . . . . . . . . . . . . . . . . OPEN
Baggage Compartment . . . . . . . . CONTENTS STOWED
Baggage Compartment . . . . . . . . . .SECURED/LOCKED
Battery Compartment Door . . . . . . . SECURED/LOCKED
Ext Pwr Recep Door . . . . . . . . . . . . . . . . . . SECURE

H Left Engine
Thrust Reverser . . . . . . . . . . . . CONDITION/STOWED
Engine Exhaust/Bypass Duct
Aft T1 Sensor . . . . . . . . . . . . . . . CONDITION/CLEAR

Check for bent blades, nicks and blockage of fan stators.

Engine Fluid Drain Mast . . . . . . . . . . . . . . . . . CLEAR
Generator and Alternator Exhaust . . . . . . . . . . . CLEAR
Pylon Heat Exchanger Door . . . . . . . . . . . . . . CLEAR
Do not push on the door. The exit vent should be clear of
obstructions.
Oil Level . . . . . . . . . . . . . . CHECKED WITHIN 10 MIN
OF SHUTDOWN
Oil Filler Cap . . . . . . . . . . . . . . . . . . . . . . SECURE
Oil Filler Access Door . . . . . . . . . . . . . . . . . SECURE

2A-14 Developed for training purposes Citation Excel

November 2004
 Preflight Inspection

I Left Wing
Rear of Landing Gear . . . . . . . . . . CHECK CONDITION
Flaps/Speedbrakes . . . . . . . . . . . CONDITION/SECURE
Check flaps and speedbrakes for security. Check that flap
position matches cockpit indicator.
Aileron . . . . . . . . . . . . . . . . . . CONDITION/SECURE
Check ailerons for freedom and hinge points for security.
Static Wicks (20) . . . . . . . . . . . . . . . . . . . . CHECK
One on each wing area may be missing. The rudder or vertical
stabilizer may be missing one static wick. No static wicks may
be missing from the elevators or AFIS.
Nav/Strobe Light . . . . . . . . . . . . . . . . . . CONDITION
Landing/Recog Light . . . . . . . . . . . . . . . . CONDITION
Fuel Tank Vent . . . . . . . . . . . . . . . . . . . . . . CLEAR
If the inlet vent is blocked, a negative pressure may build up
in the wing causing tank to collapse.
Fuel Filler Cap . . . . . . . . . . . . . . . . . . . . . SECURE
Heated Leading Edge Vent . . . . . . . . . . . . CONDITION
Equalizer Vent . . . . . . . . . . . . . . . . . . . . . . CLEAR
Main Gear Door . . . . . . . . . . . . CONDITION/SECURE
Main Gear Strut . . . . . . . . . . . . . SECURE/NO LEAKS
Oleo Strut Extension (fully fueled aircraft) slightly more than
2 inches.
Main Gear Wheel/Tire . . . . . . . . . CONDITION/SECURE
Tire Inflation . . . . . . . . . . . . . . . . . . . 210 ± 5 PSI
Fuel Quick Drains (5) . . . . DRAINED/SAMPLE CHECKED
Heated Leading Edge . . . . . . CONDITION/VENT CLEAR

Citation Excel Developed for training purposes 2A-15

November 2004
CAE SimuFlite

Boundary Layer Energizers (11) . . . . . . . . . . . . CHECK

None may be missing.
Vortex Generators (26) . . . . . . . . . . . . . . . . . CHECK
No more than 3 may be missing on entire airplane.
Wing Purge Air Inlet . . . . . . . . . . . . . . . . . . . CLEAR
Wing Insp Light . . . . . . . . . . . . . . . . . . CONDITION
De-Fueling Valves . . . . . . . . . . . . . . . . . . . . CHECK
Check that de-fueling valves are in correct position and that
door is latched and secure.
Engine Fan Duct . . . . . . . . . . . . . . . . . . . . . CLEAR
Fan/Forward T1 and T0 Sensor . . . . . . . . CONDITION
Dorsal Fin Air Inlet . . . . . . . . . . . . . . . . . . . . CLEAR
Entrance Door . . . . . . . . . . . . . . . . . . . . . . CHECK
Secondary Cabin Door Seal . . . . . . . . . . . CONDITION

Cabin Inspection
Emergency Exit Handle . . . . . . . . . . . . . . . . STOWED
Guard . . . . . . . . . . . . . . . . . . . . . . . . IN PLACE
Locking Pin . . . . . . . . . . . . . . . . . . . . REMOVED
Pax Seats . . . . . . . . . . . . . . . UPRIGHT/OUTBOARD
Door Entry Lights . . . . . . . . . . . . . . . . . . . . . . OFF
Exit Placards . . . . . . . . . . . . . . . . . . . . . . SECURE
Portable Fire Extinguisher . . . . . . . . SERVICED/SECURE
First Aid Kit . . . . . . . . . . . . . . ON BOARD/EQUIPPED
Life Vest . . . . . . . . . . . . . . . . ON BOARD/EQUIPPED
Documents . . . . . . . . . . . . . . . . . . . . . DISPLAYED
Airworthiness, registration, radio station license.
Cabin Lighting Controls . . . . . . . . . . SET (AS DESIRED)
2A-16 Developed for training purposes Citation Excel
November 2004
 Preflight Inspection

Cockpit Inspection
FAA Approved AFM/MEL . . . . . . . . . . ON BOARD/AVAIL
Pilot’s Checklist . . . . . . . . . . . . . . . ON BOARD/AVAIL
Avionics/EFIS/FMS Pilot’s Guides . . . . . ON BOARD/AVAIL
Microphone/Headsets . . . . . . . . . . . . . . PLUGGED IN
Oxygen Quantity . . . . . . . . . . . . . . . . . . . CHECKED
Oxygen Masks . . . . . . . . . . . . PLUGGED IN/SET 100%
Oxygen Control Valve . . . . . . . . . . . . . . . . . . . AUTO
Flashlight . . . . . . . . . . . . . . . . . . . . OPERATIONAL
Portable Fire Extinguisher
(copilot’s seat) . . . . . . . . . . . . . . SERVICED/SECURE

Citation Excel Developed for training purposes 2A-17

November 2004
CAE SimuFlite

2A-18 Developed for training purposes Citation Excel

November 2004
Expanded Normal Procedures
Table of Contents
Normal Procedures . . . . . . . . . . . . . . . . . . . . 2B-5
Before Starting Engines (Power Off) . . . . . . . . . . . 2B-5
Before Starting Engines (Power On) . . . . . . . . . . . 2B-7
Starting Engines (With Delay) . . . . . . . . . . . . . . . 2B-9
Starting Engines (No Delay) . . . . . . . . . . . . . . . . 2B-9
Before Taxi . . . . . . . . . . . . . . . . . . . . . . . . . 2B-12
Taxi/Before Takeoff . . . . . . . . . . . . . . . . . . . . 2B-14
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-16
After Takeoff/Climb . . . . . . . . . . . . . . . . . . . . 2B-17
Transition Level (By 18000 Ft) . . . . . . . . . . . . . . 2B-19
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-19
Descent . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-20
Transition Level (By FL 180) . . . . . . . . . . . . . . . 2B-21
Approach/In Range . . . . . . . . . . . . . . . . . . . . 2B-21
Before Landing . . . . . . . . . . . . . . . . . . . . . . 2B-23
All Engines Go Around . . . . . . . . . . . . . . . . . . 2B-25
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-26
After Landing . . . . . . . . . . . . . . . . . . . . . . . 2B-27
Shutdown . . . . . . . . . . . . . . . . . . . . . . . . . 2B-29
APU Start . . . . . . . . . . . . . . . . . . . . . . . . . 2B-31
APU Shutdown (Gnd or Flight) . . . . . . . . . . . . . . 2B-32

Citation Excel Developed for training purposes 2B-1

November 2004
CAE SimuFlite

Parking . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-33
Mooring . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-34
Towing/Taxiing . . . . . . . . . . . . . . . . . . . . . . . 2B-35
Nose Gear Towing . . . . . . . . . . . . . . . . . . . . 2B-38
Main Gear Towing . . . . . . . . . . . . . . . . . . . . . 2B-41

Taxiing (Ground Movement) . . . . . . . . . . . . . . . 2B-42

Hot Weather Operations . . . . . . . . . . . . . . . . 2B-45

Ground Cooling . . . . . . . . . . . . . . . . . . . . . . 2B-45
Performance Computations . . . . . . . . . . . . . . . 2B-45
Securing Overnight or for Extended Period . . . . . . . 2B-46
Cold Weather Operations . . . . . . . . . . . . . . . . 2B-47
Ground Deice/Anti-Ice Operations . . . . . . . . . . . . 2B-50
Deicing Supplemental Information . . . . . . . . . . . . 2B-50
Deicing . . . . . . . . . . . . . . . . . . . . . . . . . 2B-51
Deicing Fluids . . . . . . . . . . . . . . . . . . . . . . 2B-51
Holdover Times . . . . . . . . . . . . . . . . . . . . . . 2B-52
Deicing/Anti-icing Procedures . . . . . . . . . . . . . . 2B-53
Spraying Technique – Type I . . . . . . . . . . . . . . . 2B-54
Spraying Technique – Type II . . . . . . . . . . . . . . 2B-54
Spraying Technique – Type IV . . . . . . . . . . . . . . 2B-55
Pre-Takeoff Contamination Check . . . . . . . . . . . . 2B-55

2B-2 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Preflight . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-58
GPU Start . . . . . . . . . . . . . . . . . . . . . . . . . 2B-59
Engine Start . . . . . . . . . . . . . . . . . . . . . . . . 2B-59
After Engine Start . . . . . . . . . . . . . . . . . . . . . 2B-59
Taxi and Before Takeoff . . . . . . . . . . . . . . . . . . 2B-61
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-62
Rejected Takeoff on Slick Runway . . . . . . . . . . . . 2B-62
In Flight . . . . . . . . . . . . . . . . . . . . . . . . . . 2B-63
Taxi-In and Park . . . . . . . . . . . . . . . . . . . . . . 2B-64
Securing Overnight or for Extended Period
(Aircraft Unattended) . . . . . . . . . . . . . . . . . . . 2B-65

Citation Excel Developed for training purposes 2B-3

November 2004
CAE SimuFlite

2B-4 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Normal Procedures
Before Starting Engines (Power Off)
Preflight Inspection . . . . . . . . . . . . . . . COMPLETE

NOTE: The BATT switch must be ON prior to closing the

cabin door to perform a self test of the cabin door locking
mechanism.

Cabin Door . . . . . . . . . . . . . . . . . . . CLOSE/LOCK

Passenger Briefing . . . . . . . . . . . . . . . . COMPLETE
According to FAR Part 91.519 requirements, the pilot-in-com-
mand (PIC) or a crewmember briefs passengers on smoking,
use of safety belts, location and operation of passenger entry
door and emergency exits, location and use of survival equip-
ment, and normal and emergency use of oxygen equipment.
For flights over water, the briefing should include ditching pro-
cedures and the use of flotation equipment.
An exception to the oral briefing rule is if the pilot-in-com-
mand determines passengers are familiar with the briefing
content. A printed card with the Part 91.519 required infor-
mation should be available to each passenger to supplement
the oral briefing
Seats/Seat Belts/Pedals . . . . . . . SECURE/ADJUSTED
Verify passenger seats are full upright and outboard, and
passengers are wearing seat belts and shoulder harnesses.
Ensure seat belt and shoulder harness are secure and snug.
Adjust rudder pedals. Depress the tab on the inboard side of
the pedal, move the pedal forward or aft into one of the three
positions, and then release the tab.
Lavatory Door . . . . . . . . . . . . . . . . LATCHED OPEN
Ensure lavatory door is latched open for takeoff, landing and
taxi.

Citation Excel Developed for training purposes 2B-5

April 2002
CAE SimuFlite

CBs and Switches . . . . . . . . . CHECKED LEFT/RIGHT

GEN Switches . . . . . . . . . GEN (OFF IF GPU START)
Ignition Switches . . . . . . . . . . . . . . . . . . . . NORM
Fuel Boost Switches . . . . . . . . . . . . . . . . . . NORM
AVIONICS PWR . . . . . . . . . . . . . . . . . . . . . OFF
EMER LTS . . . . . . . . . . . . . . . . . . . . . . . . ARM
EEC’s . . . . . . . . . . . . . . . . . . . . . . . . . . AUTO
Control Lock . . . . . . . . . . . . . . . . . . . . . . . .OFF
AHRS 1 . . . . . . . . . . . . . . . . . . . . . . . . . SLAVE
STBY Power . . . . . . TEST (GREEN LIGHT, THEN) ON
Landing Gear Handle . . . . . . . . . . . . . . . . .DOWN
Pitot/Static Switch . . . . . . . . . . . . . . . . . . . . OFF
ANTI SKID Switch . . . . . . . . . . . . . . . . . . . . . ON
Windshield Anti-Ice . . . . . . . . . . . . . . . . BOTH ON
PRESS System Select . . . . . . . . . . . . . . . . . AUTO
Throttles/Engine Sync . . . . . . . . . . . . . CUTOFF/OFF
Landing Lights/Recog./Taxi Lights . . . . . . . . . . . OFF
A/C FANS – WEMAC . . . . . . . . . . . . . BOOST or OFF
AHRS 2 . . . . . . . . . . . . . . . . . . . . . . . . . . SLAVE

2B-6 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Before Starting Engines (Power On)

BATT Switch . . . . EMER (EMER BUS ITEMS CHECKED)
Check N1 indicators, RMU 1, Standby HSI and Landing gear
indicator receiving power.
BATT Switch . . . . . . . . . . . . . . . . . . BATT 24V MIN
(28V W/GPU/APU)
Engine Instruments . . . . . . . . . . . CHECK/NO FLAGS
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . SET
APU (if required) . . . . . . . . . . . . . .START (if desired)
See Page 2B-31
Landing Gear Lights . . . . . . . . . . . 3 GREEN/NO RED
AVIONIC POWER/FMS Power (if required) . . . . . . . ON
Rotary TEST Switch . . . . . . . . . . . . . . . . CHECKED
(if not previously accomplished)

NOTE: The W/S FAULT annunciator may not test after

cold soak at extremely cold temperatures. If this occurs,
repeat the test after the cabin has warmed up. The test
must be completed prior to flight.
If the windshield is heat soaked above 56°C (134°F), the
test will result in a W/S FAULT annunciation.

Fuel Quantity . . . . . . . . . . . . . . . . . . . . CHECKED

Cockpit Voice Recorder . . . . . . . . . . . . . . . TESTED
Throttles . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Pitch Trim . . . . . . . . . . . . . . TEST/SET for TAKEOFF
LH Side:
Trim Switches (Both) . . . . . . . . . . . . . PUSH DOWN
Verify elevator trim movement.

Citation Excel Developed for training purposes 2B-7

November 2004
CAE SimuFlite

Autopilot/Trim Disconnect Switch . . . . . . . . . . . PUSH

Verify no elevator trim movement.
Trim Switches (Both) . . . . . . . . . . . . . . . . PUSH UP
Autopilot/Trim Disconnect Switch . . . . . . . . . . . PUSH
Left Half of Trim Switch . . . . . . . . . . PUSH UP/DOWN
Verify no elevator trim movement.
Right Half of Trim Switch . . . . . . . . . PUSH UP/DOWN
Verify no elevator trim movement.
Verify manual trim wheel can move elevator trim.
RH side:
Trim Switches (Both) . . . . . . . . . . . . . PUSH DOWN
Autopilot/Trim Disconnect Switch . . . . . . . . . . . PUSH
Left Half of Trim Switch . . . . . . . . . . PUSH UP/DOWN
Verify no elevator trim movement.
Right Half of Trim Switch . . . . . . . . . PUSH UP/DOWN
Verify no elevator trim movement.
ATIS/Clearance/FMS . . . . RECEIVED/SET for TAKEOFF
FMS (if still powered) . . . . . . . . . . . . . . . . . . STBY
AVIONIC POWER . . . . . . . . . . . . . . . . . . . . . . OFF
Wheel Chocks . . . . . . . . . . . . . . . . . . . REMOVED
Flood Lights (Night Only) . . . . . . . . . . . FULL BRIGHT
If Delay Before Start (w/o GPU or APU):
STBY Power . . . . . . . . . . . . . . . . . . . . . . . . OFF
EMER Lights . . . . . . . . . . . . . . . . . . . . . . . . OFF

BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . OFF

2B-8 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Starting Engines (With Delay)

If Start was Delayed (w/o GPU or APU), then:
STBY Power . . . . . . . . . . . . . . . . . . . . . . . . . ON
EMER Lights . . . . . . . . . . . . . . . . . . . . . . . . ARM
BATT Switch . . . . . . . . . . . . . . . . . . . . . . . . . ON

Starting Engines (No Delay)

NOTE: Either engine may be started first.
If the aircraft has ben cold soaked at temperatures below
–10°C (+14°F) and the engines have not been preheated,
the use of external power or warming the battery to –10°C
(+14°F) or warmer is recommended. This temperature
may be checked with the battery temperature gauge.
Proper battery warmup may require extended application
of heat to the battery. Refer to Cold Weather Operations
section.

GND REC/Nav Lights (Night Only) . . . . . . . . . . . . ON

Door Warning Lights . . . . . . . . . . . . . . . . . . . OUT
Flood Lights (Night Only) . . . . . . . . . . . FULL BRIGHT
First Engine . . . . . . . . . . . . . . . . . . . . . . . START
Momentarily depressing an ENGINE START button causes
the button and engine instrument floodlights to illuminate,
activates the fuel boost pump and the associated FUEL
BOOST annunciator light, and commences engine rotation.
At 8% or Above N2 . . . . . . . . . . . THROTTLE TO IDLE
At 8 to 10% turbine RPM, lifting the cutoff latch and advanc-
ing the throttle to idle activates the ignition and the associat-
ed igniter light, and initiates fuel flow.

Citation Excel Developed for training purposes 2B-9

November 2004
CAE SimuFlite

ITT . . . . . . . . . . . . . . . . . . . . CHECK FOR RISE

Abort start if ITT rapidly approaches 720°C or shows no
rise within 10 seconds.
NOTE: The temperatures during ground start should not
exceed 720°C . Temperatures exceeding this value
should be investigated in accordance with the Engine
Maintenance Manual.

Engine Instruments . . . . . . . . . . . CHECK NORMAL

Check engine instruments within limits. Check that starter
has disengaged and that all annunciator lights are out
except GND IDLE.
Fuel/Oil/Generator/Hydraulic
Annunciators . . . . . . . . . . . CHECK EXTINGUISHED
Check the LO FUEL PRESS, FUEL BOOST, and LO FUEL
LEVEL annunciators are extinguished. After light-off occurs,
at approximately 30 to 44% turbine RPM, the starter relay
opens, terminates ignition and fuel boost, turns off the start
button and the instrument floodlights. During a battery start
with the GEN switch ON, the generator will come on the
line, extinguishing the GEN OFF annunciator, at approxi-
mately 38% N2.
With external power in use, the GEN switches can be turned
off until starting is complete. It may not be possible to bring
the generators on line until the external power is removed. In
any case, electrical equipment should not be turned on until
both GEN OFF annunciators are extinguished.
If automatic start sequencing does not terminate, the
boost pump, ignition and associated lights remain illumi-
nated. The starter, however, will discontinue cranking due
to speed sensing which governs at approximately 38%
N2. Depressing the STARTER DISENGAGE button termi-
nates the automatic start sequence. This button is illumi-
nated any time the PANEL LIGHT CONTROL master
switch is ON.

2B-10 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

An overvoltage protection system is provided during use of

an external power unit (EPU). The control unit monitors
the EPU’s voltage and will deenergize the external power
relay if the voltage goes above 32 to 34 volts. External
power cannot be reapplied to the airplane after an over-
voltage condition has occurred until the EPU power has
been cycled off and back on with the power output sup-
plying the nominal 28.5V DC.
Second Engine . . . . . . . . . . . . . . . . . . . . . START
Repeat procedures for first engine.

CAUTION: The operating engine must be at E.E.C. idle

for a cross generator start.

Engine Instruments/Annunciators . . . . . . . . CHECKED

External Power . . . . . . . . . . DISCONNECT (IF USED)
Generator Switch . . . . . . ON/CHECK DC AMPS/VOLTS
Left Generator . . . . . . . . . . . . . . . . . . . . . . OFF
Right Generator . . . . . . . . . . . . . . . . . . . . . GEN
Check left generator voltage, check right generator amps.
Left Generator . . . . . . . . . . . . . . . . . . . . . . GEN
Right Generator . . . . . . . . . . . . . . . . . . . . . OFF
Check left generator amps, check right generator voltage.
Right Generator . . . . . . . . . . . . . . . . . . . . . GEN
Check left generator amps, share load, check system
voltage.
AVIONIC POWER/FMS Power (if required) . . . . . . . ON

NOTE: When operating in visible moisture and ambient

air temperature is +10°C or below, turn pitot and static
heat ON and engine LH and RH anti-ice system ON.

Citation Excel Developed for training purposes 2B-11

April 2002
CAE SimuFlite

Before Taxi
Passenger Seats . . . . . . CHECK UPRIGHT/OUTBOARD
Occupied Rear Facing
Seats . . . . . . . . . . . . . . HEADREST EXTENDED (UP)
Anti-Ice/Deice (if applicable) . . . . . . . . . . . CHECKED

NOTE: If ambient temperature is approximately 15°C or

warmer, the ENG ANTI-ICE L/R annunciators may not
illuminate when anti-ice is selected ON. To ensure that
bleed air is flowing to the engine inlet, the crew should
observe a momentary small decrease in N2 when
ENGINE ON is selected.

NOTE: The avionics will require warmup after cold soak.

Over 20 minutes may be required at temperatures below -
25°C (-13°F). Proper warmup is indicated by normal illu-
mination of frequency/code displays with pilot control of
brightness and by audio reception on all applicable avion-
ics, In the absence of a suitable station, background static
is an acceptable demonstration of a reception.

Coffee/AC . . . . . . . . . . . . . . . . . . . . . . . . ON/SET
ATIS/Clearance/FMS . . . . . . . . . . . . . CHECKED/SET
Environmental Control Panel . . . . . . . . AS REQUIRED
Pressurization Controller . . . . . . SET (LANDING FIELD
ELEVATION)
Flaps__° for T.O. . . . . . . . . . . . . . . . . . . . . . . SET
Set flaps to T.O. for particular field elevation and takeoff
conditions.

2B-12 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Speed Brakes . . . . . . . . . . . CHECKED/RETRACTED

Extend speed brakes. HYD PRESS annunciator should be
on until speed brakes are extended, then go out. SPD BRK
EXTEND annunciator should be on. Observe speed brakes
on top of wing. Retract speed brakes. Note HYD PRESS
annunciator on, then off, SPD BRK EXTEND annunciator
out, and speed brakes retracted.
Flight Controls . . . . . . . . . . . . . . . . . FREE/CLEAR
Check flight controls for full travel of all controls. The ailerons
can be observed from the cockpit.
Aircraft with Rudder Bias:
Rudder bias annunciators . . . . . . . . . . . . . .CHECK
Trim . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET(3)
EFIS/Autopilot . . . . . . . . . . . . . . . . . . . . . TESTED
EFIS Test Switch . . . . . . . . . . . . . . . . . . . . PUSH
Verify the following:
■ radio altimeter test value on pilot and copilot’s display is
50 ft.
■ red X displayed in barometric altimeters, airspeed, and
CDI
■ all digit readouts replaced with dashes (except radio
altimeter)
■ all error messages are displayed
■ test message displayed in upper left corner of PFDs
■ hold test switch until screen displays
AUTOPILOT...PASS
Radio altimeter . . . . . . . . . . . . . . . . . . . . . . SET
Communication Frequencies . . . . . . . . . . . . . . SET
Course . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

Citation Excel Developed for training purposes 2B-13

November 2004
CAE SimuFlite

Cockpit Voice Recorder Test Button . . . . . . . . . .PUSH

Autopilot (at pilot’s discretion) . . . . . . . . . . . ENGAGE
LH AP TRIM DISC Switch . . . . . . . . . . . . . PUSH
Verify autopilot disconnects and chime sounds.
Autopilot . . . . . . . . . . . . . . . . . . . . . REENGAGE
RH AP TRIM DISC Switch . . . . . . . . . . . . . PUSH
Verify autopilot disconnects and chime sounds.

NOTE: The anti-skid must be turned on and the self-test

sequence completed (anti-skid annunciator light out)
while the airplane is stationary. If the airplane is taxiing
when the anti-skid system is actuated, the anti-skid test
sequence will not be completed successfully and the anti-
skid will not be operational during takeoff.

Taxi/Before Takeoff
External Lights . . . . . . . . . . . . . . . . AS REQUIRED
Passenger Advisory Lights . . . . . . . . . PASS SAFETY
Brakes . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
Check operation of the pilot’s and copilot’s brakes early in the
taxi.

CAUTION: If, during taxi, a hard brake pedal or no braking

condition is encountered, operate the emergency brake
system. Maintenance is required before flight.

Steering . . . . . . . . . . . . . . . . . . . . . . . CHECKED

NOTE: When taxiing in strong crosswinds, differential brak-

ing may be required to supplement nosewheel steering.

2B-14 Developed for training purposes Citation Excel

August 2003
 Expanded Normal Procedures

Flight Instruments . . . . . . . . . . . . . . . . . CHECKED

Thrust Reverser . . . . . . . . . . . . . . . . . . . . CHECK
Thrust Reverser Levers . . . . . . . . . . . . . . . DEPLOY
Check sequencing and timing of lights.
Aircraft with Rudder Bias. Verify the following:
■ RUDDER BIAS Caution does not illuminate.
Thrust Reversers . . . . . . . . . . . . . . . EMER STOW
Check sequencing and timing of lights.
Thrust Reverser Levers . . . . . . . . . . . . . . . . STOW
Check sequencing and timing of lights.
EMER STOW . . . . . . . . . . . . . . . . . . . DESELECT
Verify all thrust reverser lights extinguished.
Rudder Bias Operation . . . . . . . . . . . . . . . . CHECK
Left Throttle . . . . . . ADVANCE (approximately 60% N1)
Verify left rudder pedal moves forward.
Left Throttle . . . . . . . . . . . . . . . . . . . . . . . . IDLE
Right Throttle . . . . . ADVANCE (approximately 60% N1)
Verify right rudder pedal moves forward.
Right Throttle . . . . . . . . . . . . . . . . . . . . . . . IDLE
Takeoff Speeds (V1, Vr, V2 ) . . . . . . SET AND CONFIRM
PROPER V SPEEDS
ON PFDs
Takeoff N1 (Reminder Display) . . . . . . . . . . . . . . SET
Obtain takeoff N1 from AFM, Performance or abbreviated
checklist.
Crew Briefing . . . . . . . . . . . . . . . . . . . COMPLETE

Citation Excel Developed for training purposes 2B-15

August 2003
CAE SimuFlite

Takeoff
IGNITION . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
PITOT/STATIC Heat . . . . . . . . . . . . . . . . . . . . . ON
Anti-ice/Deice Systems . . . . . . . . . . . . AS REQUIRED

CAUTION: Do not operate deice boots when ambient

air temperature is below -40°C (-40°F).
Limit ground operation of pitot/static heat to two minutes
to preclude damage to pitot/static tubes and angle-of-
attack probe except as required in icing conditions.

External Lights . . . . . . . . . . . . . . . . AS REQUIRED

NOTE: Do not operate the anticollision lights in condi-

tions of fog, clouds, or haze as the reflection of the light
beam can cause disorientation or vertigo.

Radar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Transponder/TCAS (if equipped) . . . ALT OR TA/RA ABOVE
Annunciators . . . . . . . . . . . . . . . . . . . . CHECKED
All annunciator lights should be extinguished with the excep-
tion of Ground Idle light.
Flight Director . . . . . . . . . . . . . . . . . . . . . . . SET
F.A.T.S. (Flaps, Alt., Trims, Speed Bugs) . . . . . CHECKED
Throttles . . . . . . . . . . . . . . . TO DETENT/CHECK N1
Engine Instruments . . . . . . . . . . . . . . . . . . CHECK
Brakes . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Apply power to T.O. detent while monitoring the engine instru-
ments. Very rapid thrust application should be avoided. 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 run-up.
2B-16 Developed for training purposes Citation Excel
November 2004
 Expanded Normal Procedures

Directional control is normally maintained with nosewheel

steering and rudder and upwind (wing down) aileron in cross-
wind conditions. It is suggested that the copilot perform the
engine instrument monitoring function, enabling the pilot to
direct his full attention to airplane control. N1 should be close-
ly observed to verify takeoff thrust has been set and 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 take-
off thrust is set, a cross-check of airspeed indicators at 70
knots is made, and when reaching V1 and VR. Positive back
pressure is required to rotate the Citation Excel and it should
be accomplished precisely at VR. Early or late rotation will
degrade takeoff performance. It should be done smoothly,
however, so that a decrease in airspeed does not occur.
Should a serious irregularity become evident before reaching
V1, the takeoff should be aborted. With a problem after V1,
the takeoff should normally be continued. Procedures for
abort and single engine takeoff are outlined in the EMER-
GENCY section. Normal rotation angle is approximately 12
degrees nose up with both engines operating and 10
degrees with a single engine.

After Takeoff/Climb
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . UP
When a positive rate of climb is indicated, pulling the gear han-
dle out and moving UP initiates the retraction cycle, illuminat-
ing the GEAR UNLOCKED and HYD PRESS lights.
Landing Lights . . . . . . . . . . . . . . . . . . . . . . . OFF
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
A minimum airspeed of V2 +10 KIAS, push the flap handle in
(to clear the T.O. and T.O. & APPR detents) and full forward.
Observe the position indicator to the left of the handle, move
to FLAP UP.
Throttles . . . . . . . . . . . . . CLIMB DETENT/CHECK N1

Citation Excel Developed for training purposes 2B-17

November 2004
CAE SimuFlite

Ignition . . . . NORM (ON WHEN FLYING IN HEAVY RAIN)

When clear of any bird hazard and cockpit workload permits,
return the IGNITION switches to NORM.
Yaw Damper . . . . . . . . . . . . . . . . . . . . . . . . . ON
With the yaw damper engaged, airplane control is improved
and passenger comfort is enhanced.
Engine Synchronizer . . . . . . . . . . . . . AS REQUIRED
Turn engine synchronizer selector switch to FAN or TURB as
desired. Cross-check the remaining engine instruments with-
in limits.
Pressurization/Cabin Temp . . . . . . . . . . . . . . CHECK
During climb, observe the differential pressure/cabin altitude
for correct cabin pressurization. The rate of cabin pressur-
ization is automatically controlled.
Anti-Ice/Deice Systems . . . . . . . . . . . . AS REQUIRED
Select anti-ice systems on as required for climb. Use of
engine anti-ice reduces allowable fan speed and dictates
close monitoring of ITT and RPM limitations.

NOTE: During a maximum continuous thrust climb above

FL350, with airspeed approximately 0.59 Mach or below,
indications of engine N2 overspeed may occur. These
indications may be eliminated by retarding the throttle or,
alternatively, increasing airspeed.

Passenger Advisory Lights . . . . . . . . . . AS DESIRED

Place the passenger advisory switch in SEAT BELT to keep
the FASTEN SEAT BELT sign illuminated and extinguish the
NO SMOKING and emergency exit lights. If no turbulence is
expected, place the switch in OFF to extinguish the FASTEN
SEAT BELT sign and emergency exit lights.

2B-18 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Transition Altitude (At 18000 Ft)

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set to 29.92 (1013 mb) at transition altitude.
Recognition Lights . . . . . . . . . . . . . . . . . . . . OFF
A/C FANS . . . . . . . . . . . . . OFF OR WEMAC BOOST
Turn off the optional vapor cycle air conditioner above 18,000 ft.
APU Shutdown (Prior to FL 300) . . . . . ACCOMPLISHED

Cruise
Throttles . . . . . . . . CRUISE DETENT OR AS DESIRED
Climb thrust is normally maintained upon level off until accel-
eration to the desired cruise mode takes place. When oper-
ating at maximum range cruise, thrust necessary to maintain
optimum angle-of-attack diminishes with fuel burnoff,
because of increased performance and lower airspeed
requirements as weight decreases.
Although the airplane 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 indi-
cations. Disengage autopilot if necessary.
Pressurization . . . . . . . . . . . . . . . . . . . . . CHECK
Anti-Ice/Deice Systems . . . . . . . . . . . . AS REQUIRED

CAUTION: Do not operate tail deice boots when ambi-

ent air temperature is below -40°C (-40°F).

NOTE: Ignition switches should be selected to ON when

flying through heavy rain.
Check deice system for proper operation prior to entering
areas in which icing might be encountered.

Citation Excel Developed for training purposes 2B-19

November 2004
CAE SimuFlite

Engine Instruments . . . . . . . . . . . . . . . . CHECKED

Fuel Quantity/Crossfeed . . . . . . CHECKED (MAXIMUM
IMBALANCE 400LBS.
Once checked, monitor fuel for balance and appropriate
burn rate.)
TCAS (if equipped) . . . . . . . . . . . . . . .TA/RA NORM

Descent
Windshield Anti-Ice . . . . . . . . . . . . . . . . . BOTH ON
Anti-Ice/Deice Systems . . . . . . . . . . . . AS REQUIRED
Maintain sufficient power for anti-ice, advance throttles to
extinguish wing anti-ice lights.

CAUTION: Do not operate deice boots when ambient

air temperature is below -40°C (-40°F).

NOTE: Check deice system for proper operation prior to

entering areas in which icing might be encountered.
Engine anti-ice is provided at all throttle settings, including
idle.

Pressurization . . . . . . . . . . . . . . . . . . . . . CHECK
APU (If desired below FL 200) . . . . . . . . . . . . START
TCAS (if equipped) . . . . . . . . . . . . . .TA/RA BELOW

2B-20 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Transition Level (At FL 180)

Altimeters . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Set landing field barometric pressure in both altimeters when
cleared below, or when passing, transition level (18,000 ft.).
Cross-check for agreement.
A/C FANS . . . . . . . . . . . (BELOW FL180) AS DESIRED
Recognition Lights . . . . . . . . . . . . . . . . . . . . . ON
Approach/In Range
Passenger Seats . . . . . . . . . . . UPRIGHT/OUTBOARD
Check that the seats are locked in the desired position.
Occupied Rear Facing
Seats . . . . . . . . . . . . . . HEADREST EXTENDED (UP)
Lavatory Door . . . . . . . . . . . . . . . . LATCHED OPEN

NOTE: The LAV DOOR annunciator must be off for land-

ing and the lavatory doors must be latched open.

Seat Belts/Shoulder Harnesses . . . . . SECURED LT/RT

Ensure seat belts and shoulder harnesses are secure and snug.
Avionics/Flight Instruments . . . . . . . . . . CHECK/SET
Check NAV receivers on for proper frequency and required
heading and course information set. Cross check flight
instruments for correct indications.
Landing Data/Bugs . . . . . . . . . . . . . . . . . CONFIRM
Landing Speeds (VAPP and VREF ) . . . . . . . . LOOKUP/
SET/CONFIRM
Refer to performance tables for VREF based on arrival
gross weight.
Landing Data (N1, Landing
Distance, Weight, and Factors) . . . . . . . . . . CONFIRM
Check runway requirements based on gross weight and
destination field information. Ascertain N1 and V2 for use in
the event of a missed approach.

Citation Excel Developed for training purposes 2B-21

November 2004
CAE SimuFlite

Crew Briefing . . . . . . . . . . . . . . . . . . . COMPLETE

Check standard operating procedure for a list of items that
should be included in the approach briefing.
Fuel Crossfeed . . . . . . . . . . . . . . . . . . . . . . . OFF
Check that the CROSSFEED knob is in OFF and the XFFED
and FUEL BOOST annunciators are extinguished.
Passenger Advisory Lights . . . . . . . . . PASS SAFETY
Anti-Skid . . . . . . . . . . . . . . . . . . . . . . CHECK ON
Engine Synchronizer . . . . . . . . . . . . . . . . . . . OFF
Altimeters/Radar Alt . . . . . . . . . . . . . SET/CHECKED
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
Exterior Lights . . . . . . . . . . . . . . . . . AS REQUIRED
Flaps . . . . . . . T.O. AND APP. (BELOW 200 KIAS 7°/15°)

NOTE: When reconfiguring for approach and landing (i.e.,

flaps extended and gear down), and any ice accretion is
visible on the wing leading edge, regardless of thickness,
activate the surface anti-ice system. Continue to monitor
the wing leading edge for any reaccumulation.

Annunciator Panel . . . . . . . . . . . . . . . . . . . CLEAR

Ensure the annunciator panel is clear and flight director is
appropriately set.
Pressurization . . . . . . . . CHECK ZERO DIFFERENTIAL
Passing approximately 500 feet above ground level (AGL),
check the cabin differential pressure indicates zero prior to
landing. If the differential is in excess of about one half PSI,
select a higher landing field elevation to ascend the cabin.
Differential pressure should be at zero for landing. Any pres-
sure existing at touchdown will be dumped by the outflow
valves (actuated by the main gear squat switch) and may
cause discomfort.
2B-22 Developed for training purposes Citation Excel
November 2004
 Expanded Normal Procedures

Before Landing
Landing Gear/Lights . . . . . . . DOWN/3 GREEN/NO RED
Pull gear handle out and move it to DOWN. HYD PRESS and
GEAR UNLOCKED lights illuminate while gear is extending.
Check three green lights on and GEAR UNLOCKED and
HYD PRESS lights extinguished. Antiskid and power brake
lights will also momentarily illuminate. Maximum landing gear
extension (VLO Extend) and landing gear extended (VLE) air-
speed is 250 KIAS. Maximum landing gear speed for retrac-
tion (VLO Retract) is 200 KIAS.
Flaps . . . . . . . . . . . . . LAND (BELOW 175 KIAS 35°)
Flaps may be extended to LAND below 175 KIAS. Flaps
should be in the LAND position for all normal landings.
Check indicator to verify position. Handle must be pushed in
to clear T.O. & APPR detent when LAND flaps are desired.
Airspeed . . . . . . . . . . . . . . . . . . . . VREF MINIMUM
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, 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.
After passing the instrument approach fix outbound or nearing
the airport traffic area, airspeed should be reduced below 200
KIAS and the flaps extended to the T.O. & APPR (15-degree)
position. Approaching the final instrument fix inbound (one dot
from glideslope intercept on an ILS), or a downwind abeam
position, extend the landing gear. At the point where final
descent to landing is begun, extend flaps to LAND, establish
the desired vertical rate, and adjust power to maintain at VREF
to VREF +10 indicated airspeed.
Power management during the approach/landing phase is rela-
tively easy in the Citation Excel because an N1 setting in the 55-
60 percent range will normally result in desired indicated air-

Citation Excel Developed for training purposes 2B-23

November 2004
CAE SimuFlite

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 or indicated airspeed. Using a sea level air-
port with zero wind at a typical landing weight (17,000 pounds), a
throttle setting that results in about 55 percent N1 in close will give
approximate level flight indicated airspeeds of 160 knots clean
and 140 with flaps T.O. & APPR. Gear extended, flaps LAND,
and commencing an average descent (500 feet per minute) 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 T.0. & APPR and flaps LAND respectively to provide an
adequate margin above stall.
Speed control on final should be precise for optimum landing
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 of the
steady wind and all of 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.

2B-24 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Speed Brake . . . . . . RETRACT (ABOVE 50 FEET AGL)

Extended Speed Brakes are not approved for landing.
Autopilot/Yaw Damper . . . . . . . . . . . . . . . . . . OFF
Autopilot must be disconnected above 180 feet AGL.
With yaw damper OFF, pilot has complete rudder authority for
landing. If the YAW DAMPER is not turned off it will attempt
to override pilot rudder input during touchdown and rollout.
Depress the AP/TRIM DISC button on either control wheel.

All Engines Go Around

Throttles . . . . . . . . . . . T.O. DETENT, CHECK T.O. N1s
Airplane Pitch Attitude . . . . . . . . POSITIVE ROTATION,
TO + 10 DEGREES
Use flight director go-around mode.
Flaps . . . . . . . . . . . TAKEOFF AND APPROACH (15°)
Climb Speed . . . . . . . . . . . . . . . . . . . . . . . . VAPP
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . . UP
When positive rate of climb is established.
Flaps (V2 +10, Clear Of Obstacles) . . . . . . . . . . . . UP
With wings level and a minimum airspeed of V2 +10 KIAS,
raise the flaps. Observe the position indicator to the left of the
handle. Move to FLAP UP. While the minimum retraction air-
speed should be attained, excessive speed will accentuate
the pitch change.
Throttles . . . . . ( W ITHIN 5 MIN) CLIMB DETENT, CHECK
CLB N1s OR AS REQUIRED

Citation Excel Developed for training purposes 2B-25

November 2004
CAE SimuFlite

Landing
Throttles . . . . . . . . . . . . . . . . . . . . . . . . . . IDLE

NOTE: The NO TAKEOFF Caution annunciator will illu-

minate on landing with flaps FULL (35°). Eight seconds
after touchdown, engines will spool down from flight idle
to ground idle.

Brakes . . . . . . . . . . . . APPLY (AFTER TOUCHDOWN)

CAUTION: If, during landing, a hard brake pedal - no

braking condition is encountered, operate the emer-
gency brake system. Correct prior to next flight.

NOTE: To obtain maximum braking performance from the

antiskid system, the pilot must apply continuous maxi-
mum effort (no modulation) to the brake pedals.

Speed Brakes . . . . . . EXTEND (AFTER TOUCHDOWN)

Thrust Reversers . . . . DEPLOY (AFTER TOUCHDOWN)

WARNING: Do not attempt to restow reversers and take

off once reversers have started to deploy.

NOTE: To prevent any possible nose up pitch during

thrust reverser deployment, maintain forward pressure on
the control column after the nose wheel is on the ground.
To avoid possible jamming of the throttle lockout cams,
do not exceed approximately 15 pounds force on the
thrust reverser levers.

2B-26 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Reverser Indicator Lights . . . . . CHECK ILLUMINATION

OF ARM, UNLOCK
AND DEPLOY LIGHTS
Reverse Power . . . . . AS REQUIRED (DO NOT EXCEED
75% OF TAKEOFF THRUST)
Thrust Reversers . . . . . . REVERSER LEVERS TO IDLE
REVERSE AT 60 KIAS
With the thrust reverser levers in the IDLE REVERSE detent,
leave reversers deployed for aerodynamic drag. Commence
thrust reversing and braking according to runway length.
Use caution on runways with small loose gravel that may be
ingested in the engine at idle reverse at low taxi speed.

After Landing
It is recommended that use of the checklist be delayed until the
airplane is clear of the runway. Turn off the anti-collision lights.
Thrust Reversers . . . . . . . . . STOW (IDLE BY 60 KTS)

CAUTION: Do not advance throttles until the thrust

reverser unlock lights are out.

Do not advance throttles while the thrust reversers are being

stowed. 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 throttle after mov-
ing reverse thrust lever to stow until the UNLOCK light is out.
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Check that the HYD PRESS light extinguishes after the flaps
are up. Taxiing with flaps in any position except up on a snow
or slush covered taxiway may result in obstruction of the
flaps. Setting flaps to T.O. & APPR may facilitate the next
preflight inspection. If the airplane is to be unattended for a
lengthy period or severe weather is expected, leave flaps up.

Citation Excel Developed for training purposes 2B-27

November 2004
CAE SimuFlite

Trims . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
Speed Brakes . . . . . . . . . . . . . . . . . . . . RETRACT
Check that the SPD BRK EXTEND and HYD PRESS annun-
ciators extinguished.
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . NORM
Pitot/Static Heat . . . . . . . . . . . . . . . . . . . . . . OFF
Windshield Anti-Ice . . . . . . . . . . . . . . . . BOTH OFF
Anti-Ice/Deice Systems . . . . . . . . . . . . . . . . . . OFF
Exterior Lights . . . . . . . . . . . . . . . . . AS REQUIRED
ANTI-COLL Lights . . . . . . . . . . . . . . . . . . . . OFF
REC/TAXI Lights . . . . . . . . . . . . . . . AS REQUIRED
Radar . . . . . . . . . . . . . . . . . . . . . . OFF/STANDBY
Do not operate the radar within 15 feet of personnel or flam-
mable or explosive material.
Transponder . . . . . . . . . . . . . . . . . . CHECK STBY

2B-28 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Shutdown
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . SET
Parking brakes should not be set if brakes are very hot. Heat
transfer to wheels and tires is increased with parking brakes
set. This can cause the fusible plugs to melt, deflating the
tires. Do not leave airplane unattended without chocks
unless parking brake is set. Do not set parking brake if antic-
ipated cold soak temperature is -15°C (5°F) or below.
Always check cabin differential pressure at zero before
opening 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 per-
sonnel in the vicinity.
NOTE: Parking brake operation has not been demon-
strated with prolonged cold soak temperatures of -15°C
(5°F) or below.

APU (if equipped) . . . . . . . . . . . . . . . . .SHUTDOWN

See Page 2B-32.
FMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Avionics Power Switch . . . . . . . . . . . . . . . . . . OFF
EMER LTS . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
STBY PWR . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Passenger Advisory Lights . . . . . . . . . . . . . . . OFF
Exterior Lights . . . . . . . . . . . . . . . . . . . . . . . OFF
Turn off the navigation lights.
A/C-FANS . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Throttles . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Allow Inter-Turbine Temperature (ITT) to stabilize at minimum
value for one minute. Lifting the latch and placing throttles full
aft terminates fuel flow to the engine. A canister collects mani-
fold fuel on shutdown. During next flight, this fuel is returned to
fuel cell. Repeated starts for ground operation will cause can-
ister to overflow through the lower nacelle after third shutdown.

Citation Excel Developed for training purposes 2B-29

November 2004
CAE SimuFlite

Control Lock . . . . . . . . . . . . . . . . . . AS REQUIRED

Parking Brake/Chocks . . . . . . . . . . . . . AS DESIRED
Battery Switch . . . . . . . . . . . . . . . . . . . . . . . OFF
Position BATT switch to the center OFF position. Care
should be exercised that it is not placed in EMER. Although
most emergency bus items (COMM 1, NAV 1, floodlights,
and standby pitot static heat) are normally off, the pilot’s
AHRS and the standby horizontal situation indicator (HSI)
would drain the battery over a period of time.
For deplaning at night, the battery switch may be left in BATT
to make available all cabin lighting until passengers and cabin
baggage are deplaned. Turning the WING INSP lights switch
ON provides additional illumination near 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 emer-
gency exit lights and one aft baggage compartment light. If
the emergency lights are left armed, turning off the BATT
switch will turn these items on.
Engine Covers . . . . . . . . . . . . . . . . . . . . INSTALL
Install only after engines have cooled.
In conditions of blowing or drifting snow, install engine cov-
ers after shutdown as soon as engines cool sufficiently.
These intake and exhaust covers should be installed to pre-
vent long periods of windmilling.
Airplane . . . . . . . . . . . . . . . . . . . . . . . . SECURE
When securing the airplane, install the engine and pitot tube
covers. Check the BATT, passenger advisory and courtesy
light switches off. Closing the door extinguishes integral cour-
tesy light switch illumination. All doors and the nose avionics
compartment can be key locked. A locking pin can be installed
in the internal emergency exit door handle to prevent access
from the outside. This pin must be removed prior to flight.

2B-30 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

APU Start
APU Master Switch . . . . . . . . . . . . . . . . . . . . . ON
APU Fail Light . . . . . . . . . . . . . . . . . . VERIFY OFF
APU Test Button . . . . . . . . . . . . . . . . . . . . . PUSH
FIRE WARN Lights . . . . . . . . . . . . . . ILLUMINATED
APU FAIL Lights . . . . . . . . . . . . . . . ILLUMINATED
APU Relay Engage Light . . . . . . . . . . . ILLUMINATED
Bleed Valve Open Light . . . . . . . . . . . ILLUMINATED
Ready to Load Light . . . . . . . . . . . . . ILLUMINATED
APU Generator . . . . . . . . . . . . . . . . . . . . . . . OFF
APU Bleed Air Switch . . . . . . . . . . . . . . . . CLOSED
APU Start/Stop Switch . . . . . . (MOMENTARILY) START
APU Relay Engage Light . . . . . . . . . ILLUM THEN OUT
Ready To Load Light . . . . . . . . . . . . . ILLUMINATED
APU Generator . . . . . . . . . . . . . . . . . . AS DESIRED
APU Ammeter . . . . . . CHECK (MAX. 200 GND/230 AIR)
APU Bleed Air Switch . . . . . . . . . . . . . . AS DESIRED
APU Fuel Flow . . . . . . (IF DESIRED) ENTER INTO FMS
(110 PPH)

Citation Excel Developed for training purposes 2B-31

April 2002
CAE SimuFlite

APU Shutdown (Gnd or Flight)

APU Bleed Air Switch . . . . . . . . . . . . . . . . CLOSED
APU Generator . . . . . . . . . . . . . . . . . . . . . . . OFF
APU Relay Engage . . . . . . . . . . . . . . . VERIFY OFF
APU Start/Stop . . . . . . . . . . . STOP (MOMENTARILY)
Bleed Valve Open Light . . . . . . . . . . . . . VERIFY OFF
Ready to Load Light . . . . . . . . . . . . . . . VERIFY OFF
APU Master Switch . . . . . . . . . OFF (AFTER 0% RPM)

2B-32 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Parking
Park the aircraft facing a direction that facilitates servicing. Under
normal circumstances, the prevailing wind can be disregarded.
Aircraft . . . . . . . . . PARK ON HARD, LEVEL SURFACE

CAUTION: Do not set the parking brake while brakes

are hot since irregular friction surface mix transfer can
result in brake chatter, noise and vibration.

Parking Brake and Control Lock . . . . . . . . . . . . SET

Setting the parking brake is optional. The aircraft can be relo-
cated without anyone entering the aircraft if the parking
brake is not set.
Main Gear . . . . . . . . . . . . . . . . . . . . . . . . CHOCK
Static Ground Cable . . . . . . . CONNECT AS REQUIRED
Protective Covers . . . . . . . . . INSTALL AS REQUIRED
Install protective covers as determined by expected weather
conditions. The covers are stored in the tailcone baggage
compartment.
Cockpit Side Windows
and Door . . . . . . . . . . . . . . CLOSE AS NECESSARY

Citation Excel Developed for training purposes 2B-33

April 2002
CAE SimuFlite

Mooring
If extended parking plans or impending weather necessitates
mooring the aircraft, attach 3/4-inch ropes (or equivalent sub-
stitute) to the nose and main gear struts; this procedure
requires tie-down eyelets set into the apron. There is no proce-
dure for mooring at unprepared facilities.
Aircraft . . . . . . . . . PARK ON HARD, LEVEL SURFACE
AND HEAD INTO THE WIND

CAUTION: Do not set the parking brake while brakes

are hot since irregular friction surface mix transfer can
result in brake chatter, noise and vibration.

Parking Brake . . . . . . . . . . . . . . . . . . . . . . . SET

NOTE: Do not set parking brakes for extended parking.

Control Gust Locks . . . . . . . . . . . . . . . . . ENGAGE

Main Gear Wheels . . . . . . . . . . . . . . . . . . . CHOCK
Secure forward and aft chocks together.
Static Ground Cable . . . . . . . . . . . . . . . . CONNECT
Protective Covers . . . . . . . . . . . . . . . . . . INSTALL

CAUTION: Do not wrap rope around hydraulic lines or

electrical wiring when securing the gear strut.

Ropes . . . . . . . . . ATTACH TO NOSE GEAR AND MAIN

GEAR/SECURE TO PARKING APRON
Cockpit Side Windows
and Door . . . . . . . . . . . . . . CLOSE AS NECESSARY

2B-34 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Towing/Taxiing
The aircraft can be taxied on hard, gravel, or sod surfaces. On
hard surfaces, tow with a yoke-type tow bar attached to the
nose wheel. When not on hard surface (such as sand, soft
ground, or mud), attach cables or ropes to each main gear for
towing and steer the aircraft with rudder pedals.

CAUTION: Extreme care must be used when towing

under certain conditons (interiors and/or equipment
removed, aircraft defueled, etc.), that may cause the air-
craft center-of-gravity (C.G.) to move aft, producing an
undesirable tail heavy condition which could result in
severe damage should the tail section strike the ground.
Weights may be placed in the nose baggage compart-
ment or forward drop aisle to correct this condition.

Towing or taxiing aircraft with a flat tire is not recommended.

However, if a situation requires it, tow or taxi the aircraft forward
a minimum distance just enough to clear the immediate area
(Figures 2B-1, and 2B-2, following pages). If towing, avoid
sharp turns. Observe aircraft turning distances.

Citation Excel Developed for training purposes 2B-35

April 2002
CAE SimuFlite

Taxi Turning Distance

WALL TO WALL
70.60 FEET
(21.52 m)

CURB TO CURB
38.07 FEET
(11.61 m)

23.17 FEET 14.90 FEET

(7.06 m) (4.55 m)

2B-1

2B-36 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Towbar Turning Distance

WALL TO WALL
55.70 FEET
(16.98 m)

27.85 FEET
(8.49 m)

21.94 FEET
(6.69 m)
7.45 FEET
(2.27 m)

25.54 FEET
(7.79 m)

CURB TO CURB
29.39 FEET
(8.96 m)

2B-2

Citation Excel Developed for training purposes 2B-37

April 2002
CAE SimuFlite

Nose Gear Towing

Execute all turns during nose gear towing through the tow bar.
Ensure the tow bar and vehicle are secured properly to the air-
plane. Do not operate engine(s) during towing operations.
Always tow the aircraft at a walking speed, avoiding quick stops
and starts. Always utilize someone walking at each wing tip and
tail section to guard against collision. Maintain visual or com-
munication contact between walking crew members(s) and the
brake/vehicle operator(s).
Do not turn nose gear beyond black turn limit decals while towing.
Turning beyond 90 degrees can damage nose gear turning stop.

NOTE: If the turn limit decals are chipped, worn or dete-

riorated, they should be replaced.

Never permit anyone to enter or leave the airplane or ride on

the external portions of the airplane while it is moving.

NOTE: It is permissible to disconnect the nose gear

torque links and tie them up to clear each other and the
tire. The nose wheel then may be rotated beyond the
black limit marks, and eliminate the fear of damaging the
nose gear centering mechanism or steering stops.

CAUTION: The maximum nose gear towing turning

angle limit is 90 degrees either side of center. Nose gear
forced beyond the towing stop (90-degree limit) will shear
bolts attaching steering gear assembly to cylinder.

2B-38 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

CAUTION: When towing the airplane, ensure the rec-

ommended tow bar is used. Also, to ensure integrity of
the tow bar for operational use, perform a periodic
inspection of the tow bar for cracks and condition.

Tow Bar . . . . . . . . . . . . . . PLACE AT NOSE WHEEL

Attach and secure tow bar to upper fork buckets on nose
landing gear.
Tow Bar . . . . . . . . . CONNECT TO TOWING VEHICLE
Pilot’s Seat . . . . . . . . . . . . . OCCUPIED (OPTIONAL)
A person may be stationed in the aircraft during towing oper-
ations to control the aircraft if the tow bar breaks or detach-
es from the towing vehicle.
Chocks/Static Ground Cable/Mooring Ropes . . . REMOVE
Parking Brake . . . . . . . . . . . . . . . . . . DISENGAGE
If the parking brake is not set, the aircraft can be towed with-
out entering the aircraft.
Control Lock . . . . . . . DISENGAGE (RECOMMENDED)
Towing the aircraft with the controls locked may place exces-
sive force on the control lock mechanism and the rudder con-
trol cables. Do not tow the aircraft with the control lock
engaged. When towing the airplane with the control locks
engaged, unnecessary loads will be placed on the control
system if the nosewheel is turned past 60 deg.
Cabin Door . . . . . . . . . . . . . . . CLOSE AND LATCH

Citation Excel Developed for training purposes 2B-39

April 2002
CAE SimuFlite

Wing/Tail Walkers . . . . . . . STATION (RECOMMENDED)

In congested areas, wing/tail walkers ensure adequate
clearance between the aircraft and adjacent equipment or
structures.

CAUTION: Do not turn nose landing gear wheel

beyond 90 degrees from centered position in either
direction or damage to the turning stop will result.

Aircraft . . . . . . . . . . . . . . . . . . . . . . . . . . . TOW
Use smooth starts and stops.
When Towing Operation is Complete:
Nosewheel . . . . . . . . . . . . . . . . . . . . . . . CENTER
Parking Brake . . . . . . . . . . . . . . . . . . . . ENGAGE
Control Lock . . . . . . . . . . . . . . . . . . . . . ENGAGE
Main Gear W heels . . . . . . . . . . . . . . . . . . . CHOCK
Static Ground Cable . . . . . . . . . . . . . . . . CONNECT
Tow Bar . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Connect the nose gear torque links if they were disconnected.

2B-40 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Main Gear Towing

Pilot’s Seat . . . . . . . . . . . . . . . . . . . . . . OCCUPY
Main Gear Towing Adapters . . . . . . . . . . . . INSTALL

NOTE: Use care to prevent crushing of wiring brake

plumbing or linkage rods in the area.

CAUTION: Do not wrap cables around main gear. Use

towing adapters when attaching tow cables to main
gear trunnions.

Cables . . . . . . . . . . . . . . . . . . . . . . . . . ATTACH
Attach two cables to towing adapters and towing vehicle.
Use care to prevent crushing wiring or linkage rods in the
wheel well area. Verify that the cable length clears the air-
craft and that the towing vehicle is on a hard surface.
Chocks/Static Ground Cable/Mooring Ropes . . . REMOVE
Parking Brake . . . . . . . . . . . . . . . . . . DISENGAGE
Control Lock . . . . . . . . . . . . . . . . . . . DISENGAGE
Rudder Pedals . . . . . . . . . . . . . . . . STEER/BRAKE
With smooth, even pressure, apply aircraft brakes as required.
When Towing Operation Is Complete:
Nosewheel . . . . . . . . . . . . . . . . . . . . . . . CENTER
Parking Brake . . . . . . . . . . . . ENGAGE (OPTIONAL)
Control Lock . . . . . . . . . . . . . . . . . . . . . ENGAGE
Main Gear Wheels . . . . . . . . . . . . . . . . . . . CHOCK
Static Ground Cable . . . . . . . . . . . . . . . . CONNECT
Tow Cables and Towing Adapters . . . . . . . . . REMOVE

Citation Excel Developed for training purposes 2B-41

April 2002
CAE SimuFlite

Taxiing (Ground Movement)

During taxi, control the aircraft via selected engine thrust, rud-
der pedal steering, and brakes. Taxiing can be performed with
one or both engines operating.
Main Wheels . . . . . . . . . . . . . . . . . . . . . . CHECK
Static Ground Cable . . . . . . . . . . . . . . . . . REMOVE
Pilot Stations . . . . . . . . . . . . . . . . BOTH OCCUPIED
Station two persons in flight compartment, one in the pilot’s
seat to maneuver the airplane, and one in the copilot’s seat
to assist and act as an observer.
Parking Brake . . . . . . . . . . . . . . . . . . . . ENGAGE

CAUTION: Ensure personnel and equipment are clear

of engine inlet and exhaust.

Wing Fuel . . . . . . . . . . . . . . . . ENSURE BALANCE

Left and right wing tanks balanced within 400 lbs.
Immediate Area . . . . . . . . . . . . . . . . . . . . . CLEAR
Engine(s) . . . . . . . . . . . . . . . . . . . . . . . . . START
Refer to expanded normal procedure for details. Verify anti-
skid system is OFF.
Wheel Chocks . . . . . . . . . . . . . . . . . . . . REMOVE
Parking Brake . . . . . . . . . . . . . . . . . . . . RELEASE
Thrust . . . . SUFFICIENT APPLICATION TO START ROLL
Roll forward before making turn.

2B-42 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Aircraft Brakes . . . . . . . . . . . APPLY AS NECESSARY

Use brakes intermittently rather than dragging the brakes
continuously. Allow the aircraft to accelerate, then brake
down speed to an acceptable taxi speed, rather than con-
stant use of brakes to maintain the desired taxi speed.
Aircraft . . . . . . . . . . . STEER WITH RUDDER PEDALS
Accomplish nosewheel steering through the rudder pedals.
Wing Walkers . . . . . . . . . . . . . . . . . . . . . STATION
Use wing walkers to clear congested areas.
Taxi . . . . . . . . . . . . . . . . . . . . . . . . ACCOMPLISH
Taxi airplane to desired area. On the last wheel roll ensure
nose wheel is straight forward.

CAUTION: Do not set the parking brake while brakes

are hot since irregular friction surface mix transfer can
result in brake chatter, noise and vibration.

Parking Brake . . . . . . . . . . . . . . . . . . . . ENGAGE

Engine(s) . . . . . . . . . . . . . . . . . . . . . SHUT DOWN
Refer to Shutdown procedure.
Main Gear Wheels . . . . . . . . . . . . . . . . . . . CHOCK
If airplane is to be parked or moored, refer to Parking or
Mooring section.

Citation Excel Developed for training purposes 2B-43

April 2002
CAE SimuFlite

2B-44 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Hot Weather Operations

Ground Cooling
ACM Operating:
Use GPU if available for maximum ground cabin cooling with
freon air conditioner.
Use Of APU
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . START
Ready To Load Light Illuminated . . . . . . . . . . . . . LOAD
Bleed Valve . . . . . . . . . . . . . . . . . . . . . . . . OPEN
ECU Temp Selector . . . . . . . . . . . . . . . . AS DESIRED
APU . . . . . . . . . . . . . . . . . . . . . . . . . . . . Monitor
Use Of Engine
Right Engine . . . . . . . . . . . . . . . . . . . . . . . START
PRESS SOURCE . . . . . . . . . . . . . . . . . . . . . . . RH
CKPT TEMP SEL . . . . . . . . . . . . . . . . . FULL COLD
WEMAC BOOST . . . . . . . . . . . . . . . . . . . . . . HIGH
CKPT RECIRC . . . . . . . . . . . . . . . . . . . . . . . . . HI
With Freon A/C:
GPU should be used for electrical power source for operation
of freon air conditioner unit.
A/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . HIGH

Performance Computations
Compute takeoff performance in accordance with the AFM.

Citation Excel Developed for training purposes 2B-45

April 2002
CAE SimuFlite

Securing Overnight or for Extended

Period
Wheel Chocks . . . . . . . . . . . . . . . CHECK IN PLACE
Flaps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . UP
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . OFF
Protective Covers . . . . . . . . . . . . . . . . . . INSTALL
Cabin Shades . . . . . . . . . . . . . . . . . . . . . . DOWN
Cockpit Sunscreens (if available) . . . . . . . . . INSTALL
Doors . . . . . . . . . . . . . . . . . . . CLOSE AND LOCK

2B-46 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Cold Weather Operations

Operation of the airplane has been demonstrated after
prolonged exposure to ground ambient temperature of
-30°C (-22°F). This was the minimum temperature
achieved in cold weather testing. The operational pro-
cedures in this section are recommended for operations
where prolonged exposure to temperatures below -10°C
(+14°F) is anticipated or has occurred.
If the aircraft has been cold soaked at temperatures below
-10°C (+14°F) it is recommended that the battery and crew oxy-
gen masks be removed and stored at a temperature above
-10°C (+14°F). If the battery has been cold soaked at tempera-
tures below -10°C (+14°F) battery warm up to at least -10°C
(+14°F) is required. This temperature may be checked with the
battery temperature gage. Proper battery warm up may require
extended application of heat to the battery.
The use of engine preheat should not be required at temper-
atures down to -25°C (-13°F). However, it should be verified
after engine start and before flight that there are no visible oil
leaks.
The avionics may require warm up after cold soak. This may
require as long as 30 minutes. All avionics must be operating
properly before flight as indicated by the following:
■ RAT indication stable and correct.
■ Standby Flight Display aligned and indicating correctly.
■ PFDs and MFD including air data displays indicating cor-
rectly.
■ FMS CDUs and Radio Management Units (RMUs) indicat-
ing and operating correctly with no visible waviness or dis-
tortion.
■ Audio reception is available on all applicable avionics.

Citation Excel Developed for training purposes 2B-47

April 2002
CAE SimuFlite

It is recommended that the cockpit be warmed to at least 50°F

as indicated on the cockpit temperature indicator before flight.
This can be accomplished by taxiing the airplane to a suitable
area and increasing power above idle (approximately 60% N2)
to obtain duct supply temperatures of approximately 200°F.

NOTE: This temperature ensures proper deployment and

operation of the passenger oxygen masks.

Engine preheating is best accomplished by installing the engine

covers and directing hot air through the oil filler access door. A
heater hose can be placed in the tail cone with the door
propped as far closed as possible to minimize heat loss. With
sufficient hose length, the cabin and cockpit area can be
warmed through the pilot’s side window.
The W/S TEMP annunciator may not test after cold soak at
extremely cold temperatures. If this occurs, repeat the test after
the cabin has warmed up. The test must be completed prior to
flight.
If a start is attempted and the starter will not motor to 8 per-
cent N2 minimum, terminate the sequence. Advancing the
throttle to idle below 8 percent N2 can be damaging to the
engine and battery. Battery voltage below 11 volts after the
start button is pressed indicates a potential for an unsuc-
cessful start.
Do not set the parking brake if the anticipated cold soak tem-
perature is -15°C (5°F) or below.

2B-48 Developed for training purposes Citation Excel

November 2004
 Expanded Normal Procedures

Maximum heat from the environmental control unit (ECU) is

obtained with the right engine operating and the PRESS
SOURCE SELECT in NORM. Switching the Temperature con-
trol selector to MANUAL and selecting MANUAL HOT for 10
seconds ensures that the temperature control valves are in the
full hot position. Turning on the CKPT RECIRC fan to HI will
increase air circulation in the cockpit. Operating the right engine
above idle RPM increases temperature and airflow.
Because the airplane utilizes two separate controls for the
cockpit and the cabin, comfortable temperature ranges can be
obtained at both locations. Separate zone sensors for both the
cockpit and cabin ensure accurate readings throughout the
comfort range.
Use of MANUAL mode of the AUTO TEMP SELECT should
be restricted to below 31,000 feet altitude in order to pre-
vent possible overheating of the air cycle machine, which
would result in automatic actuation of the emergency pres-
surization system.
Operating in extremely cold temperatures reduces the solubility
and super cools any water particles in the fuel, increasing the
possibility of fuel system icing. The five tank, and one fuel filter
drains under each wing should be drained frequently and thor-
oughly. It is possible for water to settle in the sump and freeze,
blocking the drain, in which case heat should be applied until fuel
flows freely. Maintain heat after flow begins to ensure that all par-
ticles have melted and collect the drainage in a clear, clean con-
tainer to inspect for water globules.

Citation Excel Developed for training purposes 2B-49

November 2004
CAE SimuFlite

Ground Deice/Anti-Ice Operations

NOTE: Flight crews should refamiliarize themselves sea-
sonally with Cessna Maintenance Manual Chapter 12,
FAA Advisory Circular AC120-58, dated September 30,
1992 or later, FAA Advisory Circular AC135-17, dated
December 14, 1994 or later, Cessna Citation Service
Letter 560XL-30-01, dated November 02, 1999 or later,
for expanded deice and anti-ice procedures.

During cold weather operations, flight crews are responsible for

ensuring the aircraft is free of ice contaminants.
Ground icing may occur whenever there is high humidity with
temperatures of +10°C or colder. To comply with FAA regula-
tions (clean wing concept) requiring critical component airframe
deicing and anti-icing, Type I deice fluids and Type II or Type IV
anti-ice fluids can be used sequentially.
The pilot-in-command (PIC) or second-in-command (SIC)
should supervise line personnel to ensure proper application of
either fluid.
Deicing Supplemental Information
This section provides supplementary information on aircraft
deicing, anti-icing/deicing fluids, deicing procedures, and air-
craft operating procedures. Consult the AFM, Maintenance
Manual Chapter 12 – Servicing, and FAA Advisory Circulars for
deicing procedures, holdover times, fluid specifications, recom-
mendations, and hazards.
Federal Aviation Regulations (FARs) prohibit takeoff with snow,
ice, or frost adhering to the wings and control surfaces of the
aircraft.

2B-50 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

It is the responsibility of the pilot-in-command to ensure the air-

craft is free of snow, ice, or frost before takeoff.
Failure to adequately deice the aircraft can result in seriously
degraded aircraft performance, loss of lift, and erratic engine
and flight instrument indications.
Following extended high-altitude flight, frost can form at ambi-
ent temperatures above freezing on the wing’s underside in the
fuel tank areas. Refueling the aircraft with warmer fuel usually
melts the frost.

Deicing
When necessary, use the following methods to deice the
aircraft:
■ placing the aircraft in a warm hangar until the ice melts
■ mechanically brushing the snow or ice off with brooms,
brushes, or other means
■ applying a heated water/glycol solution (one-step procedure)
■ applying heated water followed by an undiluted glycol-based
fluid (two-step procedure).

Deicing Fluids
Three types of anti-icing/deicing fluids are in commercial use:
SAE/ISO Types I, II and IV. Type I fluids are used generally in
North America. Type II and IV fluids, also referred to as AEA
Type II and IV, are used generally in Europe.
Type I fluids are unthickened glycol-based fluids that are usual-
ly diluted with water and applied hot; they provide limited
holdover time.
Type II and IV fluids are thickened glycol-based fluids that are
usually applied cold on a deiced aircraft; they provide longer
holdover times than Type I fluids.

Citation Excel Developed for training purposes 2B-51

April 2002
CAE SimuFlite

Holdover Times
Holdover timetables are only estimates and vary depending
on many factors, which include:
■ temperature
■ precipitation type
■ wind
■ aircraft skin temperature.
Holdover times are based on mixture ratio. Times start when
the last application has begun. Guidelines for holdover times
anticipated by SAE Type I, Type II or Type IV and ISO Type I,
Type II or Type IV fluid mixtures are a function of weather con-
ditions and outside air temperature (OAT).

CAUTION: Airplane operators are solely responsible for

ensuring holdover timetables contain current data.
Tables are for use in departure planning only and they
should be used in conjunction with pre-takeoff contami-
nation check procedures.

NOTE: Tables do not apply to other than SAE or ISO

Type I, Type II or Type IV FPD fluids.
The responsibility for the application of this data remains
with the user.
The freezing point of Type I, Type II or Type IV fluid mix-
ture must be at least 10°C (18°F) below the current OAT.

Many factors influence snow, ice, and frost accumulation and

the effectiveness of deicing fluids. These factors include:
■ ambient temperature and aircraft surface temperature
■ relative humidity, precipitation type, and rate
■ wind velocity and direction

2B-52 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

■ operation on snow, slush, or wet surfaces

■ operation near other aircraft, equipment, and buildings
■ presence of deicing fluid and its type, dilution strength, and
application method.
Deicing/Anti-icing Procedures
One-Step deicing – Type I fluid is used to remove ice, slush and
snow from the airplane prior to departure, and to provide minimal
anti-icing protection as provided in the Type I holdover timetable
(refer to applicable service letter). This procedure involves spray-
ing the aircraft with a heated, diluted deicing/anti-icing fluid, this
coating provides limited protection from further accumulation.
Two-Step deice/anti-ice – May be used to ensure the airplane
remains clean after deicing. Type II or Type IV fluid is used to pro-
vide longer term anti-icing protection as provided in the Type II or
Type IV fluid holdover timetable (refer to applicable service let-
ter). This procedure involves spraying the aircraft with hot water
or a hot water/deicing fluid mixture to remove any ice, snow, or
frost accumulation followed immediately by treatment with anti-
icing fluid (usually Type II or Type IV FPD fluid).

CAUTION: Type I, Type II and Type IV fluids are not com-

patible and may not be mixed. Additionally, most manufac-
tures prohibit mixing of brands within a type.

Deice the aircraft from top to bottom. Avoid flushing snow, ice,
or frost onto treated areas. Start the deicing process by treating
the horizontal stabilizer followed by the vertical stabilizer.
Continue by treating the fuselage top and sides. Finally, apply
deicing fluid to the wings.

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

easily visible from the cabin/cockpit and should be used
to provide a conservative estimate for unseen areas of
the airplane before initiating takeoff roll.

Citation Excel Developed for training purposes 2B-53

April 2002
CAE SimuFlite

Deicing fluid should not be applied to:

■ pitot/static tubes, static ports, temperature probes, AOA
vanes, or TAT probe
■ gaps between control surfaces
■ cockpit windshield
■ passenger windows
■ air and engine inlets and exhausts
■ vents and drains
■ brakes.

CAUTION: Do not use deicing fluid to deice engines.

Mechanically remove snow and ice from the engine
inlet. Check the first stage fan blades for freedom of
movement. If engine does not rotate freely, deice engine
with hot air.

Spraying Technique – Type I

Spray Type I fluid on the aircraft (with engines off) in a manner
that minimizes heat loss to the air. If possible, spray fluid in a
solid cone pattern of large coarse droplets at a temperature of
160 to 180°F (Figure 2B-3, page 2B-56). Spray the fluid as
close as possible to the aircraft surfaces, but no closer than 10
ft. if using a high pressure nozzle.

Spraying Technique – Type II

Apply Type II fluid cold to a “clean” aircraft. It may also be heat-
ed and sprayed as a deicing fluid; if so, consider it a Type I fluid
because heat may change the characteristics of the thickening
agents in the fluid. When applied in this manner, Type II fluid is
not as effective as if it were applied cold.

2B-54 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Type II fluid application techniques are the same as for Type I,

except that, because the aircraft is already clean, the applica-
tion should last only long enough to properly coat aircraft sur-
faces (Figure 2B-4, page 2B-57).

Spraying Technique – Type IV

Apply Type IV fluid cold to a “clean” aircraft. It may also be heat-
ed and sprayed as a deicing fluid; if so, consider it a Type I fluid
because heat may change the characteristics of the thickening
agents in the fluid. When applied in this manner, Type IV fluid
is not as effective as if it were applied cold.
Type IV fluid application techniques are the same as for Type I,
except that, because the aircraft is already clean, the applica-
tion should last only long enough to properly coat aircraft sur-
faces (Figure 2B-4, page 2B-57).

NOTE: Holdover time starts when last application has begun.

Some Type IV fluids could form a thick or high-strength gell
during “dryout” and when rehydrated form a slippery film.
Some Type IV fluids exhibit poor aerodynamic elimination
(flow-off) qualities at colder temperatures.
Heated area of aircraft (i.e.: heated leading edge) should be
avoided due to the fact that fluid may “dry-out” into hard glob-
ular nodules.
Type IV fluid should not be used undiluted below –24°C
(-11°F).

Pre-Takeoff Contamination Check

In ground icing conditions, the PIC/SIC conducts a pre-takeoff
contamination check within five minutes of takeoff, preferably just
prior to taxiing onto the active runway. Critical areas of the aircraft
(e.g., empennage, wing, windshield, control surfaces) must be
checked to ensure they are free of ice, slush, and snow or that the
deice/anti-ice fluids are still protecting the aircraft.

Citation Excel Developed for training purposes 2B-55

August 2003
CAE SimuFlite

Type I Fluid Spray Pattern

PAY SPECIAL ATTENTION TO
THE GAPS BETWEEN THE
FLIGHT CONTROLS. ALL
SNOW, ICE AND SLUSH MUST
BE REMOVED FROM THESE GAPS.

REMOVE SNOW,
ICE AND SLUSH
FROM ANGLE-OF- ENGINE INLETS CLEARED
ATTACK VANE BY FROM ALL SNOW, ICE AND
HAND ONLY SLUSH BY HAND ONLY

LANDING GEAR DOORS

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

NOTE: The shaded areas indi-

cate essential areas to be deiced.

MINIMUM DIRECT SPRAY AREAS:

■ Engine inlets
■ Engine exhaust
■ Ram air inlets
■ Brakes
■ Pitot heads
■ Static heads
■ Windshield
■ Cabin windows
■ AOA vanes
2B-3

2B-56 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Types II/IV Fluid Spray Pattern

NOTE: The shaded areas indicate areas

where anti-ice fluid is applied. Upper fuselage
is anti-iced to preclude ice formation which
could be ingested into engine inlets.

MINIMUM DIRECT SPRAY AREAS:

■ Engine inlets
■ Engine exhaust
■ Ram air inlets
■ Brakes
■ Pitot heads
■ Static heads
■ Windshield
■ Cabin windows
■ AOA vanes

2B-4

Citation Excel Developed for training purposes 2B-57

April 2002
CAE SimuFlite

Preflight
During preflight preparation, inspect areas where surface snow or
frost can change or affect normal system operations. Supple-
mental preflight checks include the following.
All Engine/Protective Covers . . . . . . . . . . REMOVED
Surface . . . . . . . . . . . . . . . . . . . . . . . . CHECKED
The wing leading edges, all control surfaces, tab surfaces,
and control cavities must be free of frost, ice, or snow. Check
control cavities for drainage after snow removal because
water puddles may re-freeze in flight.
Generator/Engine Inlets . . . . . CLEARED OF INTERNAL
ICE/SNOW
Check that the inlet cowling, generator inlets, and tailcone air
inlet are free of ice or snow and that the engine fan is free to
rotate.
Fuel Tank Vents . . . . . . . . . . . . . . . . . . . CHECKED
Check the fuel tank vents; remove all traces of ice or snow.
Fuel Drains . . . . . . . . . . . . . . ALL WATER DRAINED
Pitot Heads And Static Ports . . . . . . CLEARED OF ICE
Water rundown resulting from snow removal may re-freeze
immediately forward of the static ports. This causes an ice
buildup that results in disturbed airflow over the static ports.
The disturbed airflow can cause erroneous static readings
even though the static ports themselves are clear.
Landing Gear Doors . . . . . . . . . . . . . . . . CHECKED
Make sure the landing gear doors are unobstructed and free
of impacted ice or snow.

2B-58 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Air Conditioning/APU Inlets

and Exhaust Outlets . . . . . . . . . . . . . . . . . CLEARED
Verify that the air inlets and exhaust outlets are clear of ice
or snow.
Aircraft Deicing . . . . . . . . . . . . . . . . . COMPLETED
For different deicing fluids, protection (holdover) time varies
considerably. Furthermore, this time depends on meteoro-
logical conditions.
Preliminary Cockpit Preparations . . . . . . COMPLETED
Battery . . . . . . . . . . INSTALLED/PREHEATED/24V DC
Engine . . . . . . . . . . . . . . . . . . . . . . . PREHEATED
Engine preheating is best accomplished by installing engine
covers and directing hot air through the oil filler access door.

GPU Start
If aircraft is cold-soaked below -10°C, use a GPU and/or pre-
heat procedure for starting.

Engine Start
During cold weather starts, initial oil pressure may be slow in
rising; the LO OIL PRESS annunciator may remain illuminated
longer than normal.

After Engine Start

NOTE: With temperatures -15°C or below, the windshield
heat rotary test may not function. The EFIS system may
require as long as 30 minutes to align.

Instruments . . . . OBSERVED FOR NORMAL OPERATION

The engine instruments display approximately normal indica-
tions within a short time after reaching idle.

Citation Excel Developed for training purposes 2B-59

April 2002
CAE SimuFlite

Engine Oil Pressure . . . . . . . . . . . . . . . . CHECKED

During cold weather starts, the oil pressure may temporarily
exceed maximum pressure limits until the oil temperature
rises. At low ambient temperatures, tolerate a temporary high
pressure above maximum limits, but delay takeoff until the
pressure drops into normal limits.
Anti-Ice . . . . . . . . . . . . . . . . . . . . . AS REQUIRED
During operation from snow-covered runways, turn on
engine anti-ice during taxi and takeoff. Precede takeoff by a
static engine run-up to as high a power level as practical to
ensure observation of stable engine operation prior to brake
release.
If severe icing conditions are present, turn on engine anti-ice
immediately after engine start. During prolonged ground
operation, perform periodic engine run-up to reduce the pos-
sibility of ice buildup. For sustained ground operation, oper-
ate the engines at a power setting high enough to extinguish
the engine anti-ice annunciators for one out of every four
minutes.
Flight Controls . . . . . . . . . . . . . . . . . . . CHECKED
Check for freedom of movement when the aircraft has been
exposed for an extended period of time to snow, freezing
rain, or other conditions that can restrict flight control move-
ment. Increased control forces can be expected at low tem-
peratures because of the increased resistance in cables and
the congealed oil in snubbers and bearings. It may be desir-
able to accomplish an additional control check prior to taxi.
Wing Flaps . . . . . . . . . . . . . . . . . . . . . CHECKED

CAUTION: When operating the wing flaps during low

temperatures, closely observe the flap position indicator
for positive movement. Be ready to match the control
lever with the indicator if the flaps stop moving.

2B-60 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

PRESS SOURCE . . . . . . . . . . . . . . . . . . . . NORM

CKPT TEMP SEL . . . . . . . . . . . . . . . . MANUAL HOT
CKPT RECIRC . . . . . . . . . . . . . . . . . . . . . . . HIGH
TEMP SEL . . . . . . . . . . . . . . . . . . . . . . . REDUCE
Reduce prior to takeoff.
WINDSHIELD . . . . . . . . . . . . . . . . . . . . ON/O’RIDE
Use windshield anti-ice and windshield air to clear the wind-
shield.

Taxi and Before Takeoff

Flaps . . . . . . . . . . . . . . . . . . . . . . . . . TAKEOFF
Extend flaps to the takeoff setting at this time if they have
been held because of slush or wet snow.

CAUTION: If flaps are left up during taxi to avoid slush

and ice, complete the Before Taxi checklist after the
flaps are in takeoff configuration.

CAUTION: Use extreme caution when taxiing on ice-

covered taxiways or runways because excessive speed
or high crosswinds may start a skid. Make all turns at
reduced speed.

Before Takeoff Checklist . . . . . . . . . . . . COMPLETE

To ensure the aircraft is configured for takeoff, recheck the
flap position indicator.

Citation Excel Developed for training purposes 2B-61

April 2002
CAE SimuFlite

Takeoff
If Engine Anti-Ice is Used for Takeoff:
Thrust . . . . . . . . USE ENGINE ANTI-ICE ON SETTINGS
V1 and Takeoff Field Length . . ADJUST IN ACCORDANCE
WITH AFM
If Aircraft Slides on Ice or Snow During Engine Power Check:
Brakes . . . . . . . . . . . . . . . . . . . . . . . . RELEASE
Takeoff Roll . . . . . . . . . . . . . . . . . . . . . . . BEGUN
Continue engine checks during the early part of the takeoff
roll. On icy runways, expect a lag in nosewheel steering and
anticipate corrections. A light forward pressure on the control
column increases nosewheel steering effectiveness.

Rejected Takeoff on Slick Runway

Maximum Braking . . . . . . . . . . . . . . . . . . . APPLY
Speed brakes . . . . . . . . . . . . . . . . . . . . . DEPLOY
Reverse Thrust . . . . . . . . . . . . . . . . . . . MAXIMUM
Rudder . . . . . . . . . . . . . . . . . . . . . . . . . . APPLY
Use rudder for primary directional control.
If a Skid Develops:
Reverse Thrust . . . . . . . . . . . . . . . . . . . . REDUCE
Reduce to idle reverse. If necessary, return the engine to for-
ward thrust to return to runway centerline.
Rudder Pedal Steering . . . . . . . . . . . . AS REQUIRED
Use rudder and differential braking as necessary for direc-
tional control. Reduce brake pressure if excessive anti-skid
cycling creates directional control problems.

2B-62 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

In Flight
CAUTION: If wing ice buildup is noticed, do not turn
engine anti-ice on until wing ice erodes. Engine damage
may result.

CAUTION: The tail deice boots should not be activated

at indicated RAT below –40°C(–40°F). Boot cracking
may result.

PITOT/STATIC . . . . . . . ON FOR DURATION OF FLIGHT

WINDSHIELD ANTI-ICE . . . . . . . . . . . . . . . BOTH ON
ENGINE ANTI-ICE . . . . . . . . . ON (10°C AND BELOW )
Use when operating in visible moisture and the indicated out-
side air temperature.

Citation Excel Developed for training purposes 2B-63

April 2002
CAE SimuFlite

Taxi-in and Park

ENGINE ANTI-ICE . . . . . . . . . . . . . . . AS REQUIRED
During icing conditions, turn on engine anti-icing. During pro-
longed ground operation, perform periodic engine run-ups to
reduce the possibility of ice buildup. For ground operation,
turn on the system for 15 seconds out of every four minutes
with N2 set at 60% or above.
If icing conditions are present, leave engine anti-ice on for taxi-
in. During prolonged ground operation, perform periodic engine
run-up to reduce the possibility of ice buildup. For sustained
ground operation, operate the engines at a power setting high
enough to extinguish the engine anti-ice annunciators.

CAUTION: During sustained ground operations in

freezing precipitation, if the engines are operated at idle,
ice may form on engine probes and internal compo-
nents. This may cause engine vibration and erroneous
RAT indications. By increasing the engine speed to 60%
N2 or higher, the engine vibration will be eliminated and
the RAT indication will read correctly. This procedure
should be accomplished prior to reading RAT to com-
pute takeoff N1 settings.

WINDSHIELD AIR . . . . . . . . . . . . . . . . . . . . . . ON
Use windshield air to clear the windshield.

2B-64 Developed for training purposes Citation Excel

April 2002
 Expanded Normal Procedures

Securing Overnight or for Extended Period

(Aircraft Unattended)
Wheel Chocks . . . . . . . . . . . . . CHECKED IN PLACE
Parking Brake . . . . . . . . . . . . . . . . . . . . . . . OFF
This eliminates the possibility of the brakes freezing.
Engine/Protective Covers . . . . . . . . . . . . INSTALLED
Water Storage Containers . . . . . . . . . . . . . DRAINED
Toilets . . . . . . . . . . . . . . . . . . . . . . . . . DRAINED
Battery . . . . . . . . . . . . . . . . . . . . . . . . REMOVED
If the ni-cad battery will be exposed to temperatures below -
10°C (+14°F), remove the battery and store in an area
warmer than -10°C (+14°F) but below 40°C (104°F).
Subsequent re-installation of the warm battery enhances
starting capability.
Doors . . . . . . . . . . . . . . . . . CLOSED AND LOCKED

Citation Excel Developed for training purposes 2B-65

April 2002
CAE SimuFlite

2B-66 Developed for training purposes Citation Excel

April 2002
Table of Contents
General Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Definitions. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-3
Flow Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2C-4
Checklists . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-4
Omission of Checklists . . . . . . . . . . . . . . . . . . . . . . . . 2C-5
Challenge/No Response. . . . . . . . . . . . . . . . . . . . . . . 2C-5
Abnormal/Emergency Procedures. . . . . . . . . . . . . . . . . . .2C-5
Time Critical Situations . . . . . . . . . . . . . . . . . . . . . . . . 2C-6
Rejected Takeoffs . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-6
Critical Malfunctions in Flight. . . . . . . . . . . . . . . . . . . . 2C-7
Non-Critical Malfunctions in Flight. . . . . . . . . . . . . . . . 2C-7
Radio Tuning and Communication . . . . . . . . . . . . . . . . . . 2C-8
Pre-Departure Briefings. . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-8
Altitude Assignment. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-9
Advising of Aircraft Configuration Change. . . . . . . . . . . . . 2C-9
Transitioning from Instrument to Visual Conditions. . . . . . 2C-9
Phase of Flight SOP . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-11
Takeoff Roll. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-13
Climb. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-14
Cruise . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-16
Descent. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-17
Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-19
Precision Missed Approach. . . . . . . . . . . . . . . . . . . . . . . 2C-24
Precision Approach Deviations. . . . . . . . . . . . . . . . . . . . 2C-25
Non-Precision Approach. . . . . . . . . . . . . . . . . . . . . . . . . 2C-26
Non-Precision Missed Approach. . . . . . . . . . . . . . . . . . . 2C-31
Non-Precision Approach Deviations . . . . . . . . . . . . . . . . 2C-33

Citation Excel 2C-1

August 2010 Developed for Training Purposes
 SimuFlite

Visual Traffic Patterns. . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-34

Landing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2C-36

2C-2 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

General Information
CAE SimuFlite strongly supports the premise that the disci-
plined use of well-developed Standard Operating Procedures
(SOP) is central to safe, professional aircraft operations, espe-
cially in multi-crew, complex, or high performance aircraft.
If your flight department has developed an SOP, we encourage
you to use it during your training. If your flight department does not
already have one, we welcome your use of the SimuFlite SOP.
Experienced corporate pilots carefully developed this SOP for
CAE SimuFlite. It is the product of their experience and the
result of a consensus on the way CAE SimuFlite conducts its
flight operations.
The procedures described herein are specific to the Citation
Excel unless manufacturer or FAA specified procedures over-
ride them. They apply to the phases of flight as specified, and
the flight crew member designated for each step should accom-
plish it as indicated.

Definitions
LH/RH – Pilot Station. Designation of seat position for accom-
plishing a given task because of proximity to the respective con-
trol/indicator. Regardless of PF or PM role, the pilot in that seat
performs tasks and responds to checklist challenges accordingly.
PF – Pilot Flying. The pilot responsible for controlling the flight
of the aircraft.
PIC – Pilot-in-Command. The pilot responsible for the operation
and safety of an aircraft during flight time.
PM – Pilot Monitoring. The pilot who is not controlling the flight
of the aircraft.

Citation Excel Developed for training purposes 2C-3

November 2004
CAE SimuFlite

Flow Patterns
Flow patterns are an integral part of the SOP. Accomplish the
cockpit setup for each phase of flight with a flow pattern, then
refer to the checklist to verify the setup. Use normal checklists
as “done lists” instead of “do lists.”
Flow patterns are disciplined procedures; they require pilots
who understand the aircraft systems/controls and who method-
ically accomplish the flow pattern.
A standardized flow pattern appears in the Preflight Inspection
chapter.

Checklists
Use a challenge-response method to execute any checklist. After
the PF initiates the checklist, the PM challenges by reading the
checklist item aloud. The PF is responsible for verifying that the
items designated as PF or his seat position (i.e., LH or RH) are
accomplished and for responding orally to the challenge. Items
designated on the checklist as PM or by his seat position are the
PM’s responsibility. The PM confirms the accomplishment of the
item, then responds orally to his own challenge.
In all cases, the response by either pilot is confirmed by the
other and any disagreement is resolved prior to continuing
the checklist.
After the completion of any checklist, the PM states “______
checklist is complete.” This allows the PF to maintain situation-
al awareness during checklist phases and prompts the PF to
continue to the next checklist, if required.
Effective checklists are pertinent and concise. Use them the
way they are written: verbatim, smartly, and professionally.

2C-4 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Omission of Checklists
While the PF is responsible for initiating checklists, the PM
should ask the PF whether a checklist should be started if, in
his opinion, a checklist is overlooked. As an expression of good
crew resource management, such prompting is appropriate for
any flight situation: training, operations, or checkrides.

Challenge/No Response
If the PM observes and challenges a flight deviation or critical
situation, the PF should respond immediately. If the PF does
not respond by oral communication or action, the PM must
issue a second challenge that is loud and clear. If the PF does
not respond after the second challenge, the PM must ensure
the safety of the aircraft. The PM must announce that he is
assuming control and then take the necessary actions to return
the aircraft to a safe operating envelope.

Abnormal/Emergency Procedures
When any crewmember recognizes an abnormal or emergency
condition, the PIC designates who controls the aircraft, who
performs the tasks, and any items to be monitored.
Following these designations, the PIC calls for the appropriate
checklist. The crewmember designated on the checklist accom-
plishes the checklist items with the appropriate challenge/
response.

NOTE: “Control” means responsible for flight control of

the aircraft, whether manual or automatic.

The pilot designated to fly the aircraft (i.e., PF) does not per-
form tasks that compromise this primary responsibility, regard-
less of whether he uses the autopilot or flies manually.
Both pilots must be able to respond to an emergency situation
that requires immediate corrective action without reference to a
checklist. The elements of an emergency procedure that must

Citation Excel Developed for training purposes 2C-5

November 2004
CAE SimuFlite

be performed without reference to the appropriate checklist are

called memory or recall items. Accomplish all other abnormal and
emergency procedures while referring to the printed checklist.
Accomplishing abnormal and emergency checklists differs from
accomplishing normal procedure checklists in that the pilot
reading the checklist states both the challenge and the
response when challenging each item.
When a checklist procedure calls for the movement or manipu-
lation of controls or switches critical to safety of flight (e.g.,
throttles, engine fire switches, fire bottle discharge switches),
the pilot performing the action obtains verification from the
other pilot that he is moving the correct control or switch prior
to initiating the action.
Any checklist action pertaining to a specific control, switch, or
equipment that is duplicated in the cockpit is read to include its
relative position and the action required (e.g., “Left Throttle –
OFF; Left Boost Pump – NORMAL”).

Time Critical Situations

When the aircraft, passengers, and/or crew are in jeopardy,
remember three things.
■ FLY THE AIRPLANE – Maintain aircraft control.
■ RECOGNIZE CHALLENGE – Analyze the situation.
■ RESPOND – Take appropriate action.

Rejected Takeoffs
The rejected takeoff procedure is a preplanned maneuver;
both crewmembers must be aware of and briefed on the types
of malfunctions that mandate an abort. Assuming the crew
trains to a firmly established SOP, either crew-member may
call for an abort.
The PF normally commands and executes the takeoff abort for
directional control problems or catastrophic malfunctions.

2C-6 Developed for training purposes Citation Excel

April 2002
 Standard Operating Procedures

Additionally, any indication of the following malfunctions prior to

V1 is cause for an abort:
■ engine failure
■ engine fire
■ thrust reverser deployment
■ loss of directional control
In addition to the above, the PF usually executes an abort prior
to 70 KIAS for any abnormality observed.
When the PM calls an abort, the PF announces “Abort” and
executes the rejected takeoff procedure.

Critical Malfunctions in Flight

In flight, the observing crewmember positively announces a mal-
function. As time permits, the other crewmember makes every
effort to confirm/identify the malfunction before initiating any
emergency action.
If the PM is the first to observe any indication of a critical fail-
ure, he announces it and simultaneously identifies the malfunc-
tion to the PF by pointing to the indicator/annunciator.
After verifying the malfunction, the PF announces his decision
and commands accomplishment of any checklist memory
items. The PF monitors the PM during the accomplishment of
those tasks assigned to him.

Non-Critical Malfunctions in Flight

Procedures for recognizing and verifying a non-critical malfunc-
tion or impending malfunction are the same as those used for
time critical situations: use positive oral and graphic communi-
cation to identify and direct the proper response. Time, howev-
er, is not as critical and allows a more deliberate response to
the malfunction. Always use the appropriate checklist to accom-
plish the corrective action.

Citation Excel Developed for training purposes 2C-7

November 2004
CAE SimuFlite

Radio Tuning and Communication

The PM accomplishes navigation and communication radio
tuning, identification, and ground communication. For naviga-
tion radios, the PM tunes and identifies all navigation aids.
Before tuning the PF’s radios, he announces the NAVAID to be
set. In tuning the primary NAVAID, in particular, the PM coordi-
nates with the PF to ensure proper selection sequencing with
the autopilot mode. After tuning and identifying the PF’s
NAVAID, the PM announces “(Facility) tuned, and identified.”
Monitor NDB audio output anytime the NDB is in use as the
NAVAID. Use the marker beacon audio as backup to visual
annunciation for marker passage confirmation.
In tuning the VHF radios for ATC communication, the PM
places the newly assigned frequency in the head not in use
(i.e., preselected) at the time of receipt. After contact on the
new frequency, the PM retains the previously assigned fre-
quency for a reasonable time period.

Pre-Departure Briefings
The PIC should conduct a pre-departure briefing prior to each
flight to address potential problems, weather delays, safety
considerations, and operational issues. Pre-departure briefings
should include all crewmembers to enhance team-building and
set the tone for the flight. The briefing may be formal or infor-
mal, but should include some standard items. The acronym
AWARE works well to ensure no points are missed. This is also
an opportunity to brief any takeoff or departure deviations from
the SOP due to weather or runway conditions.

NOTE: The acronym AWARE stands for the following.

■ Aircraft status

■ W eather

■ Airport information

■ Route of flight

■ Extra

2C-8 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Altitude Assignment
The PM sets the assigned altitude in the altitude alerter and
points to the alerter while orally repeating the altitude. The PM
continues to point to the altitude alerter until the PF confirms
the altitude assignment and alerter setting.

Advising of Aircraft Configuration Change

If the PF is about to make an aircraft control or configuration
change, he alerts the PM to the forthcoming change (e.g., gear,
speedbrake, and flap selections). If time permits, he also
announces any abrupt flight path changes so there is always
mutual understanding of the intended flight path.
Time permitting, a PA announcement to the passengers pre-
cedes maneuvers involving unusual deck or roll angles.

Transitioning from Instrument to

Visual Conditions
If visual meteorological conditions (VMC) are encountered dur-
ing an instrument approach, the PM normally continues to
make callouts for the instrument approach being conducted.
However, the PF may request a changeover to visual traffic
pattern callouts.

Citation Excel Developed for training purposes 2C-9

November 2004
CAE SimuFlite

2C-10 Developed for training purposes Citation Excel

April 2002
 Standard Operating Procedures

Phase of Flight SOP

Holding Short


P

call:

“Before Takeoff
checklist.”


action: Complete Before
Takeoff checklist.

call:

“Before Takeoff
checklist complete.”

Takeoff Briefing

action: Brief the following:

ƒƒ Assigned Runway for Takeoff
ƒƒ Initial Heading/Course
ƒƒ Initial Altitude
ƒƒ Airspeed Limit (If Applicable)
ƒƒ Clearance Limit
ƒƒ Emergency Return Plan
ƒƒ SOP Deviations
Consider the following:
ƒƒ Impaired Runway Conditions
ƒƒ Weather
ƒƒ Obstacle Clearance
ƒƒ Instrument Departures Procedures
ƒƒ Abort

Citation Excel 2C-11

August 2010 Developed for Training Purposes
 SimuFlite

Holding Short (continued)

P

Cleared for Takeoff

action: Confirm Assigned

Runway for Takeoff
and Check Heading
Indicator Agreement

call:

“Assigned Runway
Confirmed, Heading
Checked”

action: Confirm Assigned

Runway for Takeoff
and Check Heading
Indicator Agreement

call:

“Assigned Runway
Confirmed, Heading
Checked”

call:

“Takeoff Checklist”

action: Complete Takeoff

Checklist

call:

“Takeoff Checklist
Complete

2C-12 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

Takeoff Roll


P

P

Setting Takeoff Power

call: ”Set _____.”

call: “_____ set.”

Initial Airspeed Indication

call: “Airspeed alive.”

At 70 KIAS,


call: “70 kts crosscheck.”

At V1

call: “V1.”


action: Move hand from
throttles to yoke.

At VR

call: “Rotate.”


action: Rotate to
approximately 10° pitch
attitude for
takeoff.

Citation Excel 2C-13

August 2010 Developed for Training Purposes
 SimuFlite

Climb


P

P

At Positive Rate of Climb

call: “Positive rate.”

Only after PM’s call,


call: “Gear up.”


call: “Gear selected up.”
When gear indicates
up, “Gear indicates
up.”

After Gear Retraction

action: Immediately
accomplish attitude
correlation check.
ƒƒ PF’s and PM’s PFD
displays agree.
ƒƒ Pitch and bank angles are
acceptable.
ƒƒ Positive climb indica-
tions continue to be
acceptable.


call: “Attitudes check.”
Or, if a fault exists,
give a concise
statement of the
discrepancy.

At V2 + 10 KIAS (and minimum 400 Ft AGL if Single-Engine)

call: “V2 + 10 KIAS.”

call: “Flaps UP.”


call: “Flaps selected UP.”


call: When indicator shows
UP, “Flaps indicate UP.”

2C-14 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

Climb (continued)


P

P

At VENR (Minimum)

call: “Climb power.”

call: “Climb power set.”

At 1,500 Ft (Minimum) Above Airport Surface and Workload

Permitting

call: “Climb checklist.”

action: Complete Climb
checklist.


call: “Climb checklist
complete.”

At Transition Altitude

call: “29.92 set. Transition

Altitude checklist.”

call: “29.92 set.”

action: Complete Transition

Altitude checklist.


call: “Transition Altitude
checklist complete.”

At 1,000 Ft Below Assigned Altitude

call: “ ____ (altitude) for

____ (altitude).”
(e.g., “9,000 for
10,000.”)

call: “ ____ (altitude) for

____ (altitude).”
(e.g., “9,000 for
10,000.”)

Citation Excel 2C-15

August 2010 Developed for Training Purposes
 SimuFlite

Cruise


P

P

At Cruise Altitude

call: “Cruise checklist.”

action: Complete Cruise
checklist.


call: “Cruise checklist
complete.”

Altitude Deviation in Excess of 100 Ft

call: “Altitude.”


call: “Correcting.”

Course Deviation in Excess of One Half Dot

call: “Course.”


call: “Correcting.”

2C-16 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

Descent


P

P

call: “Descent checklist.”

action: Complete Descent
checklist.


call: “Descent checklist
complete.”

At 1,000 Ft Above Assigned Altitude

call: “ ____ (altitude) for

____ (altitude).”
(e.g., “10,000
for 9,000.”)


call: “ ____ (altitude) for
____ (altitude).”
(e.g., “10,000
for 9,000.”)

At Transition Level

call: “Altimeter set ___

call: “Altimeter set ____ .”

Transition Level
checklist.”


action: Complete Transition
Level checklist.


call: “Transition Level
checklist complete.”

At 10,000 Ft

call: “10,000 ft.”

call: “Check.”
Speed 250 kts.”

Maintain sterile cockpit below 10,000 ft above airport surface.

Citation Excel 2C-17

August 2010 Developed for Training Purposes
 SimuFlite

Descent (continued)


P

P

At Appropriate Workload Time

Review Review

Review the following:

ƒƒ approach to be executed
ƒƒ field elevation
ƒƒ appropriate minimum sector altitude(s)
ƒƒ inbound leg to FAF, procedure turn direction and altitude
ƒƒ final approach course heading and intercept altitude
ƒƒ timing required
ƒƒ DA/MDA
ƒƒ MAP (non-precision)
ƒƒ VDP
ƒƒ special procedures (DME step-down, arc, etc.)
ƒƒ type of approach lights in use (and radio keying procedures, if re-
quired)
ƒƒ missed approach procedures
ƒƒ runway information conditions

action: Brief the following:

ƒƒ configuration
ƒƒ approach speed
ƒƒ minimum safe altitude
ƒƒ approach course
ƒƒ FAF altitude
ƒƒ DA/MDA altitude
ƒƒ field elevation
ƒƒ VDP
ƒƒ missed approach
–– heading / altitude / intentions
ƒƒ abnormal implications.

Accomplish as many checklist items as possible. The Approach checklist must be

completed prior to the initial approach fix.

2C-18 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

Precision Approach


P

P

Prior to Initial Approach Fix

call: Approach checklist.”

action: Complete Approach
checklist.


call: “Approach checklist
complete.”

After Level-Off on Intermediate Approach Segment

call: “Flaps APPROACH.”

call: “Flaps selected
APPROACH.”

When flaps indicate

APPROACH,
“Flaps indicate
APPROACH.”

At Initial Convergence of Course Deviation Bar

call: “Localizer/

call: “Localizer/course alive.”

course alive.”

At Initial Downward Movement of Glideslope Raw Data Indicator

call: “Glideslope alive.”

call: “Glideslope alive.”

When Annunciators Indicate Localizer Capture

call: “Localizer captured.”

call: “Localizer captured.”

Citation Excel 2C-19

August 2010 Developed for Training Purposes
 SimuFlite

Precision Approach (continued)

P

P

At One Dot From Glideslope Intercept

call: “One dot to go.”

call: “Gear down. Before
Landing checklist.”


call: “Gear selected down.”
When gear indicates
down, “Gear
indicates down.”


action: Complete Before
Landing checklist
except for full flaps and
autopilot/yaw damper

When Annunciator Indicates Glideslope Capture

call: “Glideslope

call: “Glideslope

captured.” captured.”


call: “Flaps LAND.”
call:

When flaps indicate
After setting missed
approach altitude,
”Missed approach
altitude set __ft.”

call:

“Flaps selected
LAND.”
When flaps indicate
LAND, “Flaps
indicate LAND.”

If the VOR on the PM’s side is used for crosschecks on the intermediate
segment, the PM’s localizer and glideslope status calls are accomplished
at the time the PM changes to the ILS frequency. This should be no later
than at completion of the FAF crosscheck, if required. The PM should
tune and identify his NAV radios to the specific approach and monitor.

2C-20 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

Precision Approach (continued)

P

P

At FAF

call: “Outer marker”

or “Final Fix”

action:
ƒƒ Start timing.
ƒƒ Visually crosscheck that
both altimeters agree
with crossing altitude.
ƒƒ Set missed aproach al-
titude in altitude alerter.
ƒƒ Check PF and PM in-
struments.
ƒƒ Call FAF inbound.


call: “Outer marker.” or
“Final fix.”
“Altitude checks.”

At 1,000 Ft Above DA(H)

call: “1,000 ft to


call: “Check.” minimums.”

Citation Excel 2C-21

August 2010 Developed for Training Purposes
 SimuFlite

Precision Approach (continued)

P

P

At 500 Ft Above DA(H)

call: “500 ft to


call: “Check.” minimums.”

note: An approach window has the following parameters:

ƒƒ within one dot deflection, both LOC and GS
ƒƒ IVSI less than 1,000 fpm
ƒƒ IAS within VAP ±10 kts (no less than VREF or 0.6 AOA, which-
ever is less)
ƒƒ no flight instrument flags with the landing runway or visual
references not in sight
ƒƒ landing configuration, except for full flaps (non-precision or
single engine approaches).
When within 500 ft above touchdown, the aircraft must be
within the approach window. If the aircraft is not within this
window, a missed approach must be executed.

At 200 Ft Above DA(H)

call: “200 ft to minimums.”

call: “Check.”

At 100 Ft Above DA(H)

call: “100 ft to


call: “Check.”
minimums.”

2C-22 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

Precision Approach (continued)

P

P

At Point Where PM Sights Runway or Visual References

call: “Runway (or visual

reference) ____
o’clock.”


call: “Going visual. Land.”
or “Missed approach.”


action: As PF goes visual,
PM transitions to
instruments.

At DA(H)

call: “Minimums. Runway

(or visual reference)
____   o’clock.”


action: Announce
intentions.


call: “Going visual.
Land.” or “Missed
approach.”


action: As PF goes visual,
PM transitions to
instruments.

Citation Excel 2C-23

August 2010 Developed for Training Purposes
 SimuFlite

Precision Missed Approach

P

P

At DA(H)

call: “Minimums. Missed

call: “Missed approach. approach.”


action: Apply power firmly
and positively. Activate

action: Assist PF in setting
go-around mode and power for go-around.
initially rotate the nose
to the flight director
go-around attitude.

call: “Flaps selected
APPROACH.”
When flaps
indicate
APPROACH,
“Flaps indicate
APPROACH.”

At Positive Rate of Climb

call: “Positive rate.”

call: “Gear up.”


call: “Gear selected up.”
When gear indicates
up, “Gear indicates up.”


action: Announce heading
and altitude for
missed approach.


action: Select PFs flight
director HDG mode.

At V2 + 10 KIAS (and minimum 400 Ft. if Single Engine)

call: “V2 + 10 KIAS.”

call: “Flaps up.”


call: “Flaps selected up.”
When indicator shows
up, “Flaps indicate up.”.

2C-24 Citation Excel

Developed for Training Purposes August 2010
 Standard Operating Procedures

Precision Approach Deviations

PF PM

± One Half Dot – Glideslope

CALL “One half dot (high,

low) and (increasing,
holding, decreasing).”
CALL “Correcting.”

± One Half Dot – Localizer

CALL “One half dot (right,

left) and (increasing,
holding, decreasing).”
CALL “Correcting.”

VAP ±

CALL “Speed (plus or

minus) (knots)
and (increasing,
holding, decreasing).”
CALL “Correcting.”

At or Below VREF

CALL “VREF.” or
“VREF minus
(knots below VREF).”
CALL “Correcting.”

Rate of Descent Exceeds 1,000 FPM

CALL “Sink (amount)

hundred and
(increasing, holding,
decreasing).”
CALL “Correcting.”

Citation Excel Developed for training purposes 2C-25

November 2004
CAE SimuFlite

Non-Precision Approach
PF PM

Prior to Initial Approach Fix

CALL “Approach checklist.”

ACTION Complete Approach
checklist.
CALL “Approach checklist
complete.”

After Level-Off on Intermediate Approach Segment

CALL “Flaps APPROACH.”

CALL “Flaps selected
APPROACH.”
When flaps indicate
APPROACH,
“Flaps indicate
APPROACH.”

At Initial Convergence of Course Deviation Bar

CALL “Localizer/course CALL “Localizer/course

alive.” alive.”

When Annunciators Indicate Course Capture

CALL “Localizer/course CALL “Localizer/course

captured.” captured.”

2C-26 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Non-Precision Approach (continued)

PF PM

Prior to FAF

CALL “ (number)
miles/minutes from
FAF.”
CALL “Gear down. Before
Landing checklist.”
CALL “Gear selected down.”
When gear indicates
down, “Gear indicates
down.”
ACTION Complete Before
Landing checklist
Landing checklist
except for full flaps,
and autopilot/ yaw
damper.
ACTION Adjust power to main-
tain desired airspeed.

Citation Excel Developed for training purposes 2C-27

November 2004
CAE SimuFlite

Non-Precision Approach (continued)

PF PM

At FAF

CALL “Outer marker.” or CALL “Outer marker.” or

“Final fix.” “Final fix.” “Altimeters
ACTION Adjust engine power check.”
for descent to mini- ACTION Start timing.
mums (recommended ■ Visually crosscheck
1,000 minimum, that both altimeters
1,500 maximum verti- agree.
cal speed.
■ Set MDA in altitude

alerter.
■ Check PF and PM

instruments.
■ Call FAF inbound.

At 1,000 Ft Above MDA

CALL “1,000 ft to
minimums.”
CALL “Check.”

2C-28 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Non-Precision Approach (continued)

PF PM

At 500 Ft Above MDA

CALL “500 ft to minimums.”

CALL “Check.”

NOTE: An approach window has the following parameters:

■ within one dot CDI deflection or 5° bearing

■ IVSI less than 1,000 fpm

■ IAS within V
AP ±10 kts (no less than VREF or 0.6 AOA,
whichever is less)
■ no flight instrument flags with the landing runway or visual

references not in sight

■ landing configuration, except for full flaps.

When within 500 ft above touchdown, the aircraft must be within

the approach window. If the aircraft is not within this window, a
missed approach must be executed.

At 200 Ft Above MDA

CALL“Check.” CALL “200 ft to minimums.”

ACTION Increase power for
level off (at or near
power settings for level
flight at initial altitude
prior to FAF)

At 100 Ft Above MDA

CALL “100 ft to minimums.”

CALL “Check.”

Citation Excel Developed for training purposes 2C-29

November 2004
CAE SimuFlite

Non-Precision Approach (continued)

PF PM

At MDA

CALL “Minimums. ____

CALL “Check.” (time) to go.” or
“Minimums.____
(distance) to go.”

CALL “Check.” CALL ”Settings M.A. alti-

“Missed approach alti- tude” after missed
tude set ___ft.” approach is set, call
“Missed approach
altitude set ___ft.”

At Point where PM Sights Runway or Visual References

CALL “Runway (or visual

reference)
_____o’clock.”
CALL “Going visual. Land.”
or “Missed approach.”
When leaving MDA,
CALL “Flaps – LAND.”

CALL “Flaps selected

LAND.”
When flaps indicate
LAND, “Flaps indicate
LAND.”
“Airspeed with rela-
tion to VREF and IVSI
descent rate.”

2C-30 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Non-Precision Missed Approach

PF PM

At MAP

CALL “Missed approach

point. Missed
approach.”
CALL “Missed approach.”
ACTION Apply power firmly ACTION Assist PF in setting
and positively. power for go-around.
Activate go-around
mode and initially
rotate the nose to the
flight director go-
around attitude.
CALL “Flaps APPROACH.” CALL “Flaps selected
APPROACH.”
When flaps indicate
APPROACH, “Flaps
indicate APPROACH.”

At Positive Rate of Climb

CALL “Positive rate.”

CALL “Gear up.”
CALL “Gear selected up.”
When gear indicates
up, “Gear indicates
up.”
ACTION Announce heading
and altitude for
missed approach,
select PF’s Flight
Director HDG mode.

Citation Excel Developed for training purposes 2C-31

November 2004
CAE SimuFlite

Non-Precision Missed Approach (continued)

PF PM

At V2 + 10 and KIAS (and minimum 400 Ft AGL)

CALL “Flaps UP.”

CALL “Flaps selected UP.”
When flaps indicate
UP, “Flaps indicate
UP.”

At 1,500 Ft (Minimum) Above Airport Surface and Workload

Permitting

CALL “Climb checklist.”

ACTION Complete Climb
checklist.
CALL “Climb checklist
complete.”

2C-32 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Non-Precision Approach Deviations

PF PM

± One Half Dot – Localizer/VOR

CALL “One half dot (right,

left) and (increasing,
holding, decreasing).”
CALL “Correcting.”

± 5° At or Beyond Midpoint for NDB Approach

CALL “ (degrees off

course) (right, left)
and (increasing, hold-
ing, decreasing).”
CALL “Correcting.”

VAP ±

CALL “Speed (plus or

minus) (knots)
and (increasing,
holding, decreasing).”
CALL “Correcting.”

At or Below VREF

CALL “VREF.” or
“VREF minus
(knots below VREF).”
CALL “Correcting.”

Descent exceeds ±200 FPM of Briefed Rate

CALL “Sink (amount)

hundred and
(increasing, holding,
decreasing).”
CALL “Correcting.”

Citation Excel Developed for training purposes 2C-33

November 2004
CAE SimuFlite

Visual Traffic Patterns

PF PM

Before Pattern Entry/Downwind (1,500 Ft Above Airport Surface

CALL “Approach checklist.”

ACTION Complete Approach
checklist.
CALL “Approach checklist
complete.”

Downwind

CALL “Flaps APPROACH.”

CALL “Flaps selected
APPROACH.”
When flaps indicate
APPROACH, “Flaps
CALL “Gear down. Before indicate APPROACH.”
Landing checklist.”
CALL “Gear selected down.”
When gear indicates
down, “Gear indicates
down.”
ACTION Complete Before
Landing checklist
except for full flaps
and yaw damper.
CALL “Airspeed with rela-
tion to VREF AND IVSI
descent rate.”

2C-34 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Visual Traffic Patterns (continued)

PF PM

At 1,000 Ft Above Airport Surface

CALL “1,000 AGL.”

CALL “Check.”

At 500 Ft Above Airport Surface

CALL “500 AGL.”

CALL “Check.”

At 200 Ft Above Airport Surface

CALL “200 AGL.”

CALL “Check.”

Citation Excel Developed for training purposes 2C-35

November 2004
CAE SimuFlite

Landing
PF PM

At Point on Approach When PF Sights Runway or Visual

Reference – (Landing Assured)

CALL “Going visual. Land.

Flaps LAND.”

CALL “Flaps selected

LAND.”
When flaps indicate
LAND, “Flaps indicate
LAND.”
ACTION Push autopilot and ACTION Continue with:
trim disconnect ■ speed check

switch. ■ vertical speed

check
■ callouts

■ gear down
CALL “Autopilot/yaw verification
damper off.” ■ flap verification.

CALL “Final gear and flaps

recheck. Before
Landing checklist
complete.”

At 100 Ft Above Touchdown

CALL “100 ft.”

At 50 Ft Above Touchdown

CALL “50 ft.”

At Touchdown

CALL “Extend speedbrakes.” ACTION “Extend speedbrakes”

CALL “Speedbrakes
extended.”

2C-36 Developed for training purposes Citation Excel

November 2004
 Standard Operating Procedures

Landing (continued)
PF PM

At Thrust Reverser Deployment

CALL “Six lights.”

At Thrust Reverser Idle Speed (60 KIAS)

CALL “60 kts.”

Citation Excel Developed for training purposes 2C-37

November 2004
CAE SimuFlite

2C-38 Developed for training purposes Citation Excel

November 2004
Maneuvers
Table of Contents
Normal Takeoff – Static or Rolling . . . . . . . . . . . . 2D-3
Rejected Takeoff . . . . . . . . . . . . . . . . . . . . . . 2D-5
Engine Failure Above V1 . . . . . . . . . . . . . . . . . . 2D-7
Stall Series . . . . . . . . . . . . . . . . . . . . . . . . . 2D-9
Steep Turns . . . . . . . . . . . . . . . . . . . . . . . . 2D-11
Typical Precision Approach and Landing . . . . . . . . 2D-13
Single Engine Precision Approach and Landing . . . . 2D-15
Typical Non-Precision Approach and Landing . . . . . 2D-17
Single Engine Non-Precision Approach and Landing . . 2D-19
Visual Approach/Balked Landing . . . . . . . . . . . . 2D-21
Circling Approach . . . . . . . . . . . . . . . . . . . . . 2D-23
Go-Around/Missed Approach . . . . . . . . . . . . . . 2D-25
Single Engine Go-Around/Missed Approach . . . . . . 2D-27
Flap Inoperative Approach and Landing . . . . . . . . 2D-29

Citation Excel Developed for training purposes 2D-1

January 2013
CAE SimuFlite

2D-2 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Normal Takeoff – Static or Rolling

1 STATIC TAKEOFF
n FLIGHT DIRECTOR – SET
n BRAKES – HOLD
n TAKEOFF POWER – T.O. DETENT 2 70 KT CROSSCHECK 6 n PITCH – MAINTAIN REQUIRED
n BRAKES – RELEASE n AIRSPEED – V2 + 10 (MINIMUM)
n CONFIGURATION
• FLAPS – UP
n POWER – SET CLIMB DETENT

3 AT V 1
n THROTTLE HAND – MOVE TO CONTROL WHEEL

1A ROLLING TAKEOFF 7 AT 3,000 FT AGL (MINIMUM)

n TAKEOFF POWER – T.O. DETENT n CLIMB CHECKLIST – COMPLETE

NOTE: T.O. data is based on static power being set 4 AT V R

before brake release. Rolling takeoff should not be n ROTATE TO COMMAND BARS
used if crew is relying on published takeoff field length.
5 AT POSITIVE RATE OF CLIMB
n CONFIGURATION
• GEAR – UP

NOTE: Takeoff data is based on a static takeoff.

In situations where available runway exceeds
required runway by a large margin, rolling takeoff
will result in longer distances than computed.

Citation Excel Developed for training purposes 2D-3

April 2002
CAE SimuFlite

2D-4 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Rejected Takeoff

1 STATIC TAKEOFF
n FLIGHT DIRECTOR – SET
n BRAKES – HOLD
n TAKEOFF POWER – SET T.O. DETENT 3 PRIOR TO V 1
n BRAKES – RELEASE ABORT, ABORT, ABORT
2 70 KT CROSSCHECK REJECTED TAKEOFF
n BRAKES – APPLY (MAXIMUM PILOT EFFORT)
n THROTTLES – IDLE
n THRUST REVERSERS – DEPLOY
(ON UNAFFECTED ENGINE IF SINGLE ENGINE)
n SPEEDBRAKES – EXTEND
n APPROPRIATE CHECKLIST – EXECUTE
n EVACUATE AIRCRAFT IF NECESSARY
n NOTIFY ATC/TOWER IF POSSIBLE

1A ROLLING TAKEOFF
n TAKEOFF POWER – SET T.O. DETENT

NOTE: T.O. data is based on static power being set

before brake release. Rolling takeoff should not be
used if crew is relying on published takeoff field length.
4 BE PREPARED TO ACCOMPLISH
n EMERGENCY EVACUATION
n EXIT THE RUNWAY IF POSSIBLE

NOTE: Takeoff data is based on a static takeoff.

In situations where available runway exceeds
required runway by a large margin, rolling takeoff
will result in longer distances than computed.

Citation Excel Developed for training purposes 2D-5

April 2002
CAE SimuFlite

2D-6 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Engine Failure Above V1

1 STATIC TAKEOFF
n FLIGHT DIRECTOR – SET T.O. DETENT
n BRAKES – HOLD
n TAKEOFF POWER – SET
2 70 KT CROSSCHECK 6 n SINGLE ENGINE PITCH – MAINTAIN TO FD COMMAND BARS
n BRAKES – RELEASE
n AIRSPEED – MAINTAIN V 2 (MINIMUM)
UNTIL 1500 FT AGL (MINIMUM)

3 AT V 1
n THROTTLE HAND – MOVE TO CONTROL WHEEL
n ENGINE FAILURE RECOGNIZED

7 AT 1500 FT AGL (MINIMUM) CLEAR OF OBSTACLES

1A ROLLING TAKEOFF n AIRSPEED – ACCELERATE TO V 2 + 10 (MINIMUM)
n TAKEOFF POWER – SET T.O. DETENT n CONFIGURATION
• FLAPS – UP
n AIRSPEED – ACCELERATE TO V ENR
n 1500 FT AGL (MINIMUM) POWER – SET CLIMB POWER
n FAILED ENGINE – IDENTIFY/VERIFY
n ENGINE FAILURE CHECKLIST – INITIATE AND
NOTE: T.O. data is based on static power being set 4 AT V R COMPLETE
before brake release. Rolling takeoff should not be n AIRCRAFT – ROTATE TO 10°
used if crew is relying on published takeoff field length. (FD COMMAND BARS)
5 AFTER ESTABLISHING POSITIVE RATE OF CLIMB
n CONFIGURATION
• GEAR – UP

NOTE: Takeoff data is based on a static takeoff.

In situations where available runway exceeds
required runway by a large margin, rolling takeoff
will result in longer distances than computed.

Citation Excel Developed for training purposes 2D-7

April 2002
CAE SimuFlite

2D-8 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Stall Series

TAKEOFF/APPROACH CONFIGURATION
Maneuver Limitation: 2 ▪ BANK – 15° - 30°
No intentional stalls above 25,000 ft. ▪ THROTTLES – SET TO 40% N1, AS AIRSPEED DECREASES BELOW 130 KIAS
▪ PITCH – MAINTAIN ALTITUDE
NOTE: For simulator training, these altitudes ▪ RECOVERY
vary according to requirements of the Air AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ AUTOPILOT – OFF (IF INADVERTENTLY ENGAGED)
Agency Regulations of the country in which
▪ PITCH – REDUCE ANGLE OF ATTACK (SMALL PITCH REDUCTION AND TRIM AS NECESSARY)
pilot certification is controlling.
▪ BANK – LEVEL THE WINGS
A
▪ THROTTLES – SET TO/GA POWER TE AT
INITIA ITUDE
▪ REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED AND FLIGHT
TA N T ALT
PATH APPROPRIATE FOR THE AIRPLANE’S CONFIGURATION CONS
CAUTION: Maximum power ▪ DO NOT EXCEED ANY LIMITATIONS
should be used in those stalls BEFORE BEGINNING STALL PRACTICE
occurring near the ground and ▪ IGNITION – ON
in emergency situations. Stall ▪ COMPUTATIONS – ADJUSTED V REF AND CLIMB POWER
▪ ENGINE SYNCHRONIZER – OFF
recoveries practiced at altitude
▪ YAW DAMPER – OFF
in the simulator never require
exceeding engine limitations.

1 CLEAN/CRUISE CONFIGURATION
▪ AUTOPILOT – ON
▪ PITCH – MAINTAIN ALTITUDE AND HEADING
▪ THROTTLES – SET TO 40% N1, AS AIRSPEED DECREASES TO 130 KIAS
▪ RECOVERY
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ AUTOPILOT – OFF (IF INADVERTENTLY ENGAGED)
▪ PITCH – REDUCE ANGLE OF ATTACK (SMALL PITCH REDUCTION AND
TRIM AS NECESSARY)
▪ BANK – LEVEL THE WINGS
▪ THROTTLES – SET TO/GA POWER
▪ REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED AND FLIGHT
3 PATH APPROPRIATE FOR THE AIRPLANE’S CONFIGURATION
LANDING CONFIGURATION ▪ DO NOT EXCEED ANY LIMITATIONS
▪ PITCH – MAINTAIN ALTITUDE AND HEADING
▪ THROTTLES – IDLE
▪ THROTTLES – SET TO 45% N1, AS AIRSPEED DECREASES BELOW 120 KIAS
▪ RECOVERY
AT THE FIRST INDICATION OF STALL, SIMULTANEOUSLY ACCOMPLISH THE FOLLOWING:
▪ AUTOPILOT – OFF (IF INADVERTENTLY ENGAGED)
▪ PITCH – REDUCE ANGLE OF ATTACK (SMALL PITCH REDUCTION TO 4°-7° AND TRIM AS NECESSARY)
▪ BANK – LEVEL THE WINGS
▪ THROTTLES – SET TO/GA POWER
▪ REGAIN CONTROL OF AIRCRAFT AND RECOVER TO MANEUVERING SPEED AND FLIGHT
PATH APPROPRIATE FOR THE AIRPLANE’S CONFIGURATION
▪ DO NOT EXCEED ANY LIMITATIONS
NOTE:
ESTABLISHING A RECOVERY PITCH ATTITUDE BELOW THE HORIZON IN ANY JET WILL ACCELERATE LOSS

CE_3D_005i.ai
OF ALTITUDE AND INCREASE THE AMOUNT OF ALTITUDE LOST. AS THE ENGINES ACCELERATE TO FULL AFTER STALL PRACTICE
POWER, RESERVE SOME VARYING AMOUNT OF YOKE BACK PRESSURE TO CONTROL THE AMOUNT OF ▪ IGNITION – OFF
PITCH CHANGE, AS THE AIRCRAFT HAS A TENDENCY TO PITCH DOWN NATURALLY DUE TO LACK OF
▪ ENGINE SYNCHRONIZER – ON
SUFFICIENT AIRFLOW OVER THE ELEVATORS AT SUCH LOW AIRSPEEDS TO OFFSET THIS TENDENCY.
▪ YAW DAMPER (AUTOPILOT) – ON

Citation Excel Developed for training purposes 2D-9

January 2013
CAE SimuFlite

2D-10 Developed for training purpose Citation Excel

April 2002
 Maneuvers

Steep Turns

2 BANK – SMOOTHLY ROLL TO 45°

n ALTITUDE – MAINTAIN
n TRIM – AS DESIRED
n PITCH – TO MAINTAIN ALTITUDE

n POWER – INCREASE 4% TO 5% N1 (TO MAINTAIN 200 KIAS)

1 CLEAN CONFIGURATION
n POWER – AS REQUIRED TO MAINTAIN 200 KIAS
4 LEAD ROLL OUT TO ASSIGNED HEADING BY APPROXIMATELY 10°
n CONFIGURATION
n WINGS – SMOOTHLY ROLL LEVEL
• FLAPS – UP n TRIM – AS REQUIRED
• GEAR – UP n PITCH – AS REQUIRED
n POWER – DECREASE 4% TO 5% N (TO MAINTAIN 200 KIAS)
1

3 n ALTITUDE – MAINTAIN
n AIRSPEED – MAINTAIN
n BANK – MAINTAIN

THIS MANEUVER MAY BE USED FOR A 180° OR 360° TURN,

AND MAY BE FOLLOWED BY A TURN IN THE OPPOSITE DIRECTION.
THE PM MAY ASSIST AS DIRECTED BY THE PF.
TOLERANCES:
SPEED ±10 KIAS
ALTITUDE ±100 FT
BANK ± 5°
HEADING ±10°

Citation Excel Developed for training purposes 2D-11

November 2004
CAE SimuFlite

2D-12 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Typical Precision Approach and Landing

RADAR VECTORS RADAR VECTORS RADAR VECTORS

1A WITHIN RANGE 2A TERMINAL AREA 3A WITHIN 5 TO 10 NM OF FAF
 POWER – 75% N  POWER – 60% N  AIRSPEED – 140 KIAS/VREF + 20 (MINIMUM)
1 1
 AIRSPEED – 250 KIAS  AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM)  CONFIGURATION
 CONFIGURATION  CONFIGURATION • FLAPS – T.O. & APPR.
• FLAPS – CLEAN • FLAPS – 7°  BEFORE LANDING CHECKLIST – BEGIN
 APPROACH CHECKLIST – COMPLETE
 AIRSPEED BUGS – SET
1 WITHIN 3 MINUTES OF IAF
 POWER – 60% N
1
 AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM)
 CONFIGURATION

• FLAPS – 7°
2 IAF OUTBOUND  APPROACH CHECKLIST – COMPLETE
 TIMING – START  AIRSPEED BUGS – SET

5 LANDING ASSURED
BEFORE LANDING CHECKLIST – COMPLETE

3 PROCEDURE TURN INBOUND

 BEFORE LANDING CHECKLIST – BEGIN
 AIRSPEED – 140 KIAS/VREF
+ 20 (MINIMUM)
 CONFIGURATION
• FLAPS – T.O. & APPR
4 ONE DOT BELOW GLIDESLOPE
 CONFIGURATION

• GEAR – DOWN
• FLAPS – LAND

AT GLIDESLOPE INTERCEPT
 TIMING – START (LOC BACKUP)
 POWER – AS REQUIRED
 AIRSPEED – VREF MIN
 BEFORE LANDING CHECKLIST

6 THRESHOLD 7 TOUCH DOWN

 AIRSPEED – VREF  BRAKES – AS REQUIRED
 SPEEDBRAKES – EXTEND
 REVERSE THRUST – AS REQUIRED

CXLS_MV_006.ai/8.6.2008

Citation Excel Developed for training purposes 2D-13

January 2013
CAE SimuFlite

2D-14 Developed for training purpos Citation Excel

April 2002
 Maneuvers

Single Engine Precision Approach and Landing

RADAR VECT ORS RADAR VECT ORS

1A WITHIN RANGE 2A TERMINAL AREA

n POWER – 70% N 1 n AIRSPEED – 140 KIAS/VREF + 20 (MINIMUM)
n AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM) n CONFIGURATION
n CONFIGURATION • FLAPS – T.O. & APPR.
• FLAPS – 7°
n SINGLE ENGINE APPROACH/
LANDING CHECKLIST – BEGIN
n AIRSPEED BUGS – SET 1 WITHIN 3 MINUTES OF IAF
n POWER – 70% N 1
n AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM)
n CONFIGURATION
• FLAPS – 7 °
n SINGLE ENGINE APPROACH/

2 IAF OUTBOUND LANDING CHECKLIST – BEGIN

n TIMING – START n AIRSPEED BUGS – SET
n AIRSPEED – 140 KIAS/VREF + 20 (MINIMUM)
n CONFIGURATION
• FLAPS – T.O. & APPR.

4 LANDING ASSURED
n CONFIGURATION
• FLAPS – LAND
n SINGLE ENGINE APPROACH/
LANDING CHECKLIST – COMPLETE

3 ONE DOT BELOW GLIDESLOPE 6 TOUCHDOWN

n CONFIGURATION n BRAKES – AS REQUIRED
• GEAR – DOWN n SPEEDBRAKES – EXTEND
• FLAPS – T.O. & APPR. n REVERSE THRUST – AS REQUIRED

AT GLIDESLOPE INTERCEPT
n TIMING – START (LOC BACKUP)
n POWER – APPROXIMATELY 50% N 1
n AIRSPEED – V
APP MIN 5 THRESHOLD
n AIRSPEED – V REF + WIND FACTOR
n POWER – IDLE WHEN APPROPRIATE

Citation Excel Developed for training purposes 2D-15

April 2002
CAE SimuFlite

2D-16 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Typical Non-Precision Approach

and Landing

RADAR VECTORS RADAR VECTORS

1A WITHIN RANGE 2A TERMINAL AREA RADAR VECTORS
POWER – 75% N 1 POWER – 60% N1
AIRSPEED – 250 KIAS AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM) 3A WITHIN 5 TO 10NM OF FAF
CONFIGURATION CONFIGURATION AIRSPEED – 140 KIAS/VREF + 20 (MINIMUM)
• FLAPS – CLEAN • FLAPS – 7˚ CONFIGURATION
APPROACH CHECKLIST – COMPLETE • FLAPS – T.O. & APPR.
AIRSPEED BUGS – SET LANDING CHECKLIST – BEGIN
1 WITHIN 3 MINUTES OF IAF
POWER – 60% N1
AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM)
CONFIGURATION
• FLAPS – 7˚
2 IAF OUTBOUND APPROACH CHECKLIST – COMPLETE
TIMING – START AIRSPEED BUGS – SET
AIRSPEED – 140 KIAS/VREF + 20 (MINIMUM)
CONFIGURATION
• FLAPS – T.O. & APPR.

5 AT MDA
ALTITUDE – MAINTAIN
POWER – 60% N1
AIRSPEED – VAPP + 10 (MINIMUM)

6
LANDING ASSURED
CONFIGURATION
• FLAPS – FULL
LANDING CHECKLIST – COMPLETE

4 PRIOR TO FAF
POWER – 65% N 1
3 PROCEDURE TURN INBOUND AIRSPEED – 130 KIAS/VREF + 20 (MINIMUM) 8 TOUCHDOWN
LANDING CHECKLIST – COMPLETE TO GEAR DOWN CONFIGURATION BRAKES – AS REQUIRED
• GEAR – DOWN SPEEDBRAKES – EXTEND
• FLAPS – T.O. & APPR. REVERSE THRUST – AS REQUIRED
AT FAF
TIMING – START
DESCENT – 1,500 FPM MAXIMUM
POWER – IDLE / 50% N 1
AIRSPEED – VAPP + 10 (MINIMUM)
7 THRESHOLD
AIRSPEED – V REF + WIND FACTOR
POWER – IDLE WHEN APPROPRIATE

Citation Excel Developed for training purposes 2D-17

August 2003
CAE SimuFlite

2D-18 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Single Engine Non-Precision Approach and Landing

RADAR VECTORS RADAR VECT ORS

1A WITHIN RANGE 2A TERMINAL AREA

n POWER – 70% N 1 n AIRSPEED – 140 KIAS/VREF + 20 (MINIMUM)
n AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM) n CONFIGURATION
n CONFIGURATION – 7 ° • FLAPS – T.O. & APPR.
n SINGLE ENGINE APPROACH/
LANDING CHECKLIST – BEGIN
n AIRSPEED BUGS – SET

1 WITHIN 3 MINUTES OF IAF

n POWER – 70% N 1
n AIRSPEED – 150 KIAS/VREF + 30 (MINIMUM)
n CONFIGURATION – 7°
n SINGLE ENGINE APPROACH/
2 IAF OUTBOUND LANDING CHECKLIST – BEGIN
n TIMING – START n AIRSPEED BUGS – SET
n AIRSPEED – 140 KIAS/VREF + 20 (MINIMUM)
n CONFIGURATION
• FLAPS – T.O. & APPR.

4 AT MDA
n ALTITUDE – MAINTAIN
n POWER – 70% N1
n AIRSPEED – 130 KIAS/VREF + 20 (MINIMUM)

5 LANDING ASSURED
n AIRSPEED – V REF + WIND FACTOR
n CONFIGURATION
• FLAPS – LAND
n SINGLE ENGINE APPROACH/
LANDING CHECKLIST – COMPLETE

3 PRIOR TO FAF 7 TOUCHDOWN

n POWER – 65% N 1 n BRAKES – AS REQUIRED
n AIRSPEED – 130 KIAS/VREF + 20 (MINIMUM) n SPEEDBRAKES – EXTEND
n CONFIGURATION n REVERSE THRUST – AS REQUIRED
• GEAR – DOWN
• FLAPS – T.O. & APPR. – CONFIRM
AT FAF
n TIMING – START
n POWER – IDLE / 50% N 1 6 THRESHOLD
n DESCENT – 1,200 FPM MAXIMUM n AIRSPEED – V REF + WIND FACTOR
n AIRSPEED – V n POWER – IDLE WHEN APPROPRIATE
APP MIN.

Citation Excel Developed for training purposes 2D-19

April 2002
CAE SimuFlite

2D-20 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Visual Approach/Balked Landing

3 ABEAM LANDING THRESHOLD 2 BEFORE PATTERN ENTRY DOWNWIND 1,500 FT AGL

CONFIGURATION POWER – 60% N1
• GEAR – DOWN AIRSPEED – 140 KIAS/VZF + 20 (MINIMUM)
POWER – 50% N1 CONFIGURATION
4 BASE LEG • FLAPS – T.O. & APPR.
RATE OF DESCENT – APPROACH CHECKLIST – COMPLETE
ESTABLISH AT 500 TO 600 FPM BEFORE LANDING CHECKLIST – BEGIN
AIRSPEED – 130 KIAS/VREF + 20
+ WIND FACTOR (MINIMUM)

1 DESCENT
APPROACH CHECKLIST – BEGIN/
IN PROGRESS
AIRSPEED BUGS – SET
6M THRESHOLD – BALKED LANDING AIRSPEED – VREF + 30 (MINIMUM)
POWER – SET T.O. DETENT
6 THRESHOLD – LANDING FLIGHT DIRECTOR – GO AROUND MODE/HEADING
AIRSPEED – VREF + WIND FACTOR PITCH – TO FD VBARS -10°
POWER – IDLE WHEN AIRSPEED – VAPP
APPROPRIATE CONFIGURATION
• FLAPS – T.O. & APPR.

7 TOUCHDOWN
BRAKES – AS REQUIRED
SPEEDBRAKES – DEPLOY
REVERSE THRUST – AS REQUIRED

5 ON FINAL – LANDING ASSURED 8M AT 1500 FT AGL MINIMUM (CLEAR OF OBSTACLES)

AIRSPEED – VAP AIRSPEED – VREF + 20 (MINIMUM)
CONFIGURATION 7M POSITIVE RATE OF CLIMB CONFIGURATION
• FLAPS – LAND CONFIGURATION • FLAPS – UP
BEFORE LANDING CHECKLIST – COMPLETE • GEAR – UP

NOTE:
TE: VAP
AP is VREF + 10 + wind
factor. Wind factor is one-half the
steady state wind and all of the
gust not to exceed
xceed 10 KIAS.
KIAS

Citation Excel Developed for training purposes 2D-21

April 2002
CAE SimuFlite

2D-22 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Circling Approach

1 1 n FLY OVER RUNWAY

n WHEN ESTABLISHED ON CENTERLINE
n FLY 90° TO RUNWAY
n START TIMING CROSSING
• 30° BANK TURN TO DOWNWIND
RUNWAY CENTERLINE
n AFTER 15 SECONDS TURN
TO DOWNWIND
1

45°

n RUNWAY IN SIGHT AND 15 SEC 4

WITHIN CIRCLING APPROACH AREA
n TURN 45° FROM RUNWAY CENTERLINE
n TIMING – START
n AFTER 30 SECONDS – TURN TO DOWNWIND 30° BANK
30
SE
C

2 ABEAM POINT 3
POINT 15 SEC
NOTES
n ADJUSTMENTS TO TIME OR HEADING
MAY BE USED TO ADJUST FOR WIND
n BASED ON 30° BANK TURNS
n USE CATEGORY C MINIMUMS
n A MINIMUM OF 300 FT OBSTACLE CLEARANCE
PROVIDED AT CATEGORY C CIRCLING MINIMUMS CAUTION: FAR 91.175 requires
(MDA) TO 1.7 NM FROM ANY RUNWAY. immediate execution of the KEY BASIC CIRCLING PATTERN
missed approach procedure
when an identifiable part of 1 ENTER BASIC PATTERN AS APPROPRIATE
RECOMMENDATIONS FOR AIRCRAFT POSITION
n FLAPS – T.O. & APPR.
the airport is not distinctly
n GEAR – DOWN visible to the pilot during the 2 START TIMING ABEAM APPROACH END OF RUNWAY
n AIRSPEED – VAPP + 20 + WIND FACTOR MINIMUM circling maneuver, unless the 1
3 START TURN TO FINAL, MAXIMUM 30° BANK
(MAINTAIN CONSTANT SPEED FOR TIMING) inability to see results from a
n POWER – 60% N INITIAL TARGET
1 normal bank of the aircraft
n F/D ALTITUDE HOLD – SELECT 4 WITH RUNWAY IN SIGHT AND IN POSITION TO MAKE
n F/D HEADING – SELECT during the approach. A NORMAL DESCENT TO LANDING
n USE OF AUTOPILOT IS OPTIONAL
n TURN OVER RUNWAY n BEFORE LANDING CHECKLIST – COMPLETE
n AT RUNWAY END, 30°
n DESCENT FROM MDA – BEGIN
BANKED TURN TO DOWNWIND n AIRSPEED – VAPP
n IF NOT IN A POSITION TO MAKE A NORMAL LANDING
• GO-AROUND – EXECUTE
n AT THRESHOLD
• AIRSPEED – V REF + WIND FACTOR

Citation Excel Developed for training purposes 2D-23

April 2002
CAE SimuFlite

2D-24 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Go-Around/Missed Approach

2 POSITIVE RATE OF CLIMB

n CONFIGURATION
• GEAR – UP

1 AT DH/MDA – MISSED APPROACH

n FLIGHT DIRECTOR – GO-AROUND/HEADING 4 ADVISE ATC
n PITCH – TO FD COMMAND BARS
n POWER – SET T.O. DETENT
n CONFIGURATION
• FLAPS – T.O. & APPR.
3 CLEAR OF OBSTACLES
n POWER – SET CLIMB N1 (MAX CONTINUOUS)
n AIRSPEED – VREF + 20 (MINIMUM)
n CONFIGURATION
• FLAPS – UP

Citation Excel Developed for training purposes 2D-25

April 2002
CAE SimuFlite

2D-26 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Single Engine Go-Around/Missed Approach

2 POSITIVE RATE OF CLIMB

n CONFIGURATION
• GEAR – UP
n AIRSPEED – V2

1 AT DH/MDA – MISSED APPROACH

n FLIGHT DIRECTOR – GO-AROUND/HEADING 4 ADVISE ATC
n PITCH – TO FD COMMAND BARS
n POWER – T.O. DETENT
n AIRSPEED – VAPP
n CONFIGURATION
• FLAPS – T.O. & APPR. 3 CLEAR OF OBSTACLES (1500 FT AGL MINIMUM)
n PITCH – TO FD COMMAND BARS
n POWER – MAX CONTINUOUS
n AIRSPEED – V 2 + 10 (MINIMUM)
n CONFIGURATION
• FLAPS – UP
n AIRSPEED – ACCELERATE TO V ENR
n POWER – SET SINGLE ENGINE CLIMB N1

Citation Excel Developed for training purposes 2D-27

April 2002
CAE SimuFlite

2D-28 Developed for training purposes Citation Excel

April 2002
 Maneuvers

Flap Inoperative Approach and Landing

2 IAF OUTBOUND
TIMING – START
SPEED – VZF (VREF + 30)

1 WITHIN THREE MINUTES OF ETA

3 PROCEDURE TURN INBOUND FLAPS INOPERATIVE APPROACH AND LANDING
SPEED – VZF (VREF + 30) CHECKLIST – INITIATE
EXTEND GEAR PRIOR TO FAF AIRSPEED BUG – SET TO VREF + 15 (ADJUSTED VREF)
SPEED – REDUCE TO VZF (VREF + 30)

4 AT FAF 5 THRESHOLD
TIMING – START SPEED – ADJUSTED VREF + WIND FACTOR
DESCENT – BEGIN
FLAP INOPERATIVE APPROACH AND LANDING CHECKLIST – COMPLETE
SPEED – ADJUSTED VREF + WIND FACTOR

NOTE: VZF is VREF + 30 KIAS

and is intended as a minimum
speed for maneuvering the air-
craft up to 30° bank with no flaps.

Citation Excel Developed for training purposes 2D-29

April 2002
CAE SimuFlite

2D-30 Developed for training purposes Citation Excel

April 2002
Limitations
Table of Contents
General Limitations . . . . . . . . . . . . . . . . . . . . . 3-3
Operational Limits . . . . . . . . . . . . . . . . . . . . . 3-7
System Data . . . . . . . . . . . . . . . . . . . . . . . . 3-17
Instrument Markings . . . . . . . . . . . . . . . . . . . 3-37
AFM Supplements . . . . . . . . . . . . . . . . . . . . . 3-42

Citation Excel Developed for training purposes 3-1

April 2002
CAE SimuFlite

3-2 Developed for training purposes Citation Excel

April 2002
 Limitations

General Limitations
Authorized Operations
■ Day and night
■ VFR and IFR flight
■ Flight into icing conditions

NOTE: This airplane is not approved for ditching under

FAR 25-801.

Baggage
Aft Cabin Storage Compartment . . . . . . . . . . . 600 LBS
Aft Cabin Storage Floor Load Limit . . . . . . 120 LBS/SQ FT
Tailcone Baggage Compartment . . . . . . . 700 LBS TOTAL

Certification Status
FAR, Part 25

Emergency Exit Door Pin

The emergency exit door pin must be removed prior to flight.

Maneuvers
■ No acrobatic maneuvers, including spins
■ No intentional stalls above 25,000 ft

Minimum Crew
Pilot and copilot
The pilot must have a CE-560XL type rating and meet the
requirements of FAR 61.58 for two pilot operation.
The copilot shall possess a multi-engine rating and meet the
requirements of FAR 61.55.

Citation Excel Developed for training purposes 3-3

November 2004
CAE SimuFlite

Noise Levels
■ The Effective Perceived Noise Levels (EPNL) established in
compliance with FAR 36, Amendment 12 (Stage 3) are
shown in Table 3-A.
■ The ICAO Annex 16 Chapter 3 noise values are the same as
those for FAR Part 36, Amendment 12, and were obtained
with the procedures used to establish compliance with FAR
Part 36, Amendment 12. See Table 3-A.
■ The takeoff weight for these figures was 20,000 lbs; the land-
ing weight was 18,700 lbs.
■ Takeoff and sideline noise levels were established with a
climb speed of 136 KIAS and with 7° flaps. The thrust was
reduced at 2,817 ft AGL from the takeoff to an N1 that in the
event of an engine failure, level flight would be maintained.
■ Approach noise levels were obtained at 127 KIAS and
FULL flaps, with the landing gear down.
■ No determination has been made by the FAA that the noise
levels in the AFM are or should be acceptable or unaccept-
able for operation at, into, or out of any airport.
■ The ICAO Annex 16, Chapter 3, noise values are the same
as those for FAR Part 36, Amendment 21, and were obtained
with the procedures used to establish compliance with FAR
Part 36, Amendment 21. The ICAO Annex 16, Chapter 3,
noise levels were obtained by analysis of approved data
used to demonstrate compliance with FAR Part 36,
Amendment 21, Noise Standards. This data is applicable
only after approval of the Civil Aviation Approving Authority
of the country of airplane registration, including approval of
the equivalent procedures used to establish compliance with
FAR Part 36, Amendment 21.

3-4 Developed for training purposes Citation Excel

April 2002
 Limitations

Noise Reference FAR 36 ICAO Annex 16, Chapter 3

Takeoff 72.4 60.6

Sideline 85.3 71.8

Approach 93.1 85.0

Table 3-A; Effective Perceived Noise Levels (EPNL)

Passenger Seat Position

For all takeoffs and landings, the following apply.
■ Seats must be fully upright and outboard.
■ Passenger seat belts and shoulder harnesses must be fastened.
■ Occupied rear-facing seats must have headrest extended (UP)
■ Maximum of 12 passenger seats

Citation Excel Developed for training purposes 3-5

August 2003
CAE SimuFlite

3-6 Developed for training purposes Citation Excel

November 2004
 Limitations

Operational Limits
Weight
Maximum Ramp Weight
Weight . . . . . . . . . . . . . . . . . . . . . . . . 20,200 LBS

Maximum Takeoff Weight

Weight . . . . . . . . . . . . . . . . . . . . . . . . 20,000 LBS
Takeoff weight is limited by the most restrictive of:
■ maximum certified takeoff weight
■ maximum takeoff weight permitted by climb requirements
■ takeoff field length.

Maximum Landing Weight

Maximum Weight . . . . . . . . . . . . . . . . . . 18,700 LBS
Landing weight is limited by the most restrictive of:
■ maximum certified landing weight
■ maximum landing weight permitted by climb requirements or
brake energy limit
■ landing distance.

Maximum Zero Fuel Weight

Standard . . . . . . . . . . . . . . . . . . . . . . . 15,000 LBS

Minimum Flight Weight

Weight . . . . . . . . . . . . . . . . . . . . . . . . 12,400 LBS

Citation Excel Developed for training purposes 3-7

November 2004
CAE SimuFlite

Center of Gravity
■ Forward Limit:
At 12,400 pounds
(minimum flight height) . . . . . . . . . 15.0 PERCENT MAC
(319.0 INCHES AFT
OF DATUM)
At 20,000 pounds . . . . 21.2 PERCENT MAC (324.0 INCHES
AFT OF DATUM)
Straight line variation . . . . . . . BETWEEN 15.0 AND 21.2
PERCENT MAC
■ Aft Limit:
At 20,000 pounds
to 17,600 pounds . . . . 29.2 PERCENT MAC (330.7 INCHES
AFT OF DATUM)
At 17,600 pounds
to 15,200 pounds . . . . .INCREASES FROM 29.2 TO 30.0
PERCENT MAC (INCREASES
FROM 330.7 INCHES AFT OF
DATUM TO 331.4 INCHES AFT
OF DATUM)
At 15,200 pounds
to 12,400 pounds . . . . 30.0 PERCENT MAC (331.4 INCHES
AFT OF DATUM)
■ The center-of-gravity envelope is as shown in Figure 3-1.

3-8 Developed for training purposes Citation Excel

April 2002
 Limitations

Center of Gravity Limits

21
MAXIMUM RAMP WEIGHT
20,200 POUNDS
20
MAXIMUM TAKEOFF WEIGHT
20,000 POUNDS
19
MAXIMUM LANDING WEIGHT
18,700 POUNDS
18
WEIGHT - POUNDS X 1000

17

16
MAXIMUM ZERO FUEL WEIGHT
15,000 POUNDS
15

14

13

12 MINIMUM FLIGHT WEIGHT

12,400 POUNDS

11

10
316 318 320 322 324 326 328 330 332 334 336 338 340
CENTER-OF-GRAVITY – INCHES

12 14 16 18 20 22 24 26 28 30 32 34 36 38 40
CENTER-OF-GRAVITY – PERCENT MAC

3-1

Citation Excel Developed for training purposes 3-9

April 2002
CAE SimuFlite

Speed Limitations
VA, Maximum Maneuvering Speed
■ Refer to Figure 3-2.
■ Full application of rudder and aileron controls as well as
maneuvers that involve angles of attack near the stall should
be confined to speeds below maximum maneuvering speed.
Maximum Maneuvering Speeds
EXAMPLE:
PRESSURE ALTITUDE - 37,000 FEET
WEIGHT - 13,500 POUNDS
MAXIMUM MANEUVERING SPEED - 200 KNOTS
45,000

40,000

MA
CH
=
0.7
5
35,000

30,000
PRESSURE ALTITUDE - FEET

25,000
DS

13,500 POUNDS

20,000
DS
12,400 POUN

DS

DS
14,500 POUN

16,500 POUN

18,500 POUN

15,000
20,000 POUNDS

10,000

5000

3-2
0
140 160 180 200 220 240 260 280
MANEUVERING SPEED (VA) - KIAS

3-10 Developed for training purposes Citation Excel

November 2004
 Limitations

VFE, Maximum Flap Extended Speed

Full Flaps, LAND Position (35°) . . . . . . . . . . . 175 KIAS
Partial Flaps, T.O. (7°), and T.O
& APPR. Position (15°) . . . . . . . . . . . . . . . . 200 KIAS

WARNING: DO NOT RETRACT FLAPS ABOVE 200

KIAS. ASSOCIATED STABILIZER MOVEMENT CAN
CAUSE A SIGNIFICANT NOSE-DOWN PITCH UPSET.

VLE, Maximum Landing Gear Extended

Speed . . . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
VLO, Maximum Landing Gear Operating Speed
Extending . . . . . . . . . . . . . . . . . . . . . . . 250 KIAS
Retracting . . . . . . . . . . . . . . . . . . . . . . . 200 KIAS
VMCA, Minimum Control Speed, Air
Speed . . . . . . . . . . . . . WITH RUDDER BIAS, 90 KIAS
VMCG, Minimum Control Speed, Ground
Speed . . . . . . . . . . . . . WITH RUDDER BIAS, 81 KIAS
VMCL, Minimum Speed in the Air in Landing
Configuration
Speed . . . . . . . . . . . . . WITH RUDDER BIAS, 92 KIAS

VMO/MMO, Maximum Operating Speed for

Standard Zero Fuel Weight of 12,200 Lbs
VMO Below 8,000 Ft . . . . . . . . . . . . . . . . . . 260 KIAS
MMO Between 8,000 and 26,515 Ft . . . . . . . . . 305 KIAS
MMO Above 26,515 Ft . . . . . . . . . . . 0.75 M INDICATED

Citation Excel Developed for training purposes 3-11

November 2004
CAE SimuFlite

The maximum operating limit speeds may not be deliber-

ately exceeded in any regime of flight (climb, cruise, or
descent) unless a higher speed is authorized for flight test
or pilot training.

VSB, Maximum Speed Brake Operation Speed

Speed . . . . . . . . . . . . . . . . . . . . . . . . . NO LIMIT

Autopilot Operation
Speed . . . . . . . . . . . . . . . . . . . 305 KIAS OR 0.75 M

Approach/Landing In Icing Conditions

■ When any residual ice is present or can be expected during
approach and landing, VREF and VAPP must be increased.
VREF and VAPP, the landing distance, and the maximum
weight permitted by brake energy must be corrected.
■ When reconfiguring for approach and landing (i.e., flaps
extended and gear down) with any ice accretion visible on
the wing leading edge, regardless of thickness, activate the
surface deice system. Continue to monitor wing leading edge
for any reaccumulation.
■ When any residual ice is present or can be expected on the
takeoff, approach or landing, turn engine anti-ice on to main-
tain adequate stall warning margin and engine protection.
■ For increased rates of descent in icing conditions, Cessna
recommends use of landing flaps. This allows a higher power
setting, if necessary, to maintain anti-icing capabilities.

WARNING: With any residual ice present, do not attempt

to fly uncorrected VREF/VAPP speeds. Stall speeds
increase and stall warning margins decrease.

3-12 Developed for training purposes Citation Excel

November 2004
 Limitations

Procedures for Exiting the Severe Icing

Environment
These procedures are applicable to all flight phases from take-
off to landing. Monitor the ambient air temperature. While
severe icing may form at temperatures as cold as -18°C,
increased vigilance is warranted at temperatures around freez-
ing with visible moisture present. If the visual cues specified in
the Limitations Section of the AFM for identifying severe icing
conditions are observed, accomplish the following:
■ Immediately request priority handling from ATC to facilitate a
route or an altitude change to exit the severe icing conditions
in order to avoid extended exposure to flight conditions more
severe than those for which the airplane has been certificated.
■ Avoid abrupt and excessive maneuvering that may exacer-
bate control difficulties.
■ Do not engage the autopilot.
■ If autopilot is engaged, hold control wheel firmly and disen-
gage the autopilot.
If an unusual roll response or uncommanded roll control move-
ment is observed, reduce angle-of-attack.
Do not extend flaps when holding in icing conditions. Operation
with flaps extended can result in a reduced wing angle-of-attack,
with the possibility of ice forming on the upper surface further aft
on the wing than normal, possibly aft of the protected area.
If the flaps are extended, do not retract until airframe is clear of ice.
Report these weather conditions to ATC.

Citation Excel Developed for training purposes 3-13

November 2004
CAE SimuFlite

Takeoff and Landing Operational Limits

Maximum Altitude Limit . . . . . . . . . . . . . . . 14,000 FT
Maximum Ambient Temperature (Figure 3-3) . . . . ISA +39°C
Minimum Ambient Temperature . . . . . . . . . . . . . -30°C
Maximum Crosswind DEMONSTRATED . . . . . . . 24 KTS
Maximum Tailwind Component . . . . . . . . . . . . . 10 KTS
Maximum Tire Groundspeed . . . . . . . . . . . . . 165 KTS
Maximum Water/Slush on Runway . . . . . . . . . . 0.5 INCH
Nose Tire Pressure . . . . . . . . . . (Unloaded) 130 ±5 PSI
(Loaded) 135 ±5 PSI
Main Tire Pressure . . . . . . . . . (Unloaded) 210 +2/-5 PSI
(Loaded) 218 +2/-5 PSI
■ The autopilot and yaw damper must be off for takeoff and
landing.
Vortex Generators/Boundary Layer Energizers
Up to three vortex generators may be missing for dispatch pro-
vided the aircraft is limited to FL 410 for enroute operations.There
are typically a total of 52 vortex generators installed, 26 per wing.
ALL boundary layer energizers must be present for dispatch
(11 per wing).
■ The lavatory doors must be latched open for takeoff and
landing.
■ Engine Sync must be OFF for takeoff and landing.
■ Takeoffs and landings are limited to paved surfaces.
■ Takeoff from a wet runway, when using thrust reverser for
performance credit, is limited to a minimum runway width of
75 feet.
■ Anti-skid must be operational for takeoff and landing.

3-14 Developed for training purposes Citation Excel

November 2004
 Limitations

■ Rudder Bias and rudder bias heater must be operational for

takeoff and a satisfactory preflight test must be performed in
accordance with AFM, Section III, Normal Procedures.
■ After prolonged ground cold soak (two hours or longer) in
ambient temperatures of -18°C or colder, the cabin must be
at a minimum temperature of 10°C (50°F) prior to departure
as indicated by CKPT TEMP indicator, or a hand-held ther-
mometer.

NOTE: This temperature ensures proper deployment and

operation of the passenger oxygen masks.

Enroute Operational Limits

Minimum Airspeed for Sustained Flight
in Icing (Except Approach and Landing) . . . . . . .160 KIAS
Maximum Operating Altitude . . . . . . . . . . . . 45,000 FT
Minimum Operating Altitude with
1-3 Vortex Generators Missing . . . . . . . . . . . 41,000 FT
Maximum Ambient Temperature . . . REFER TO Figure 3-3
Minimum Ambient Temperature . . . . REFER TO Figure 3-3
Generator Load . . . . . . . . . . . . . 300 AMPS IN FLIGHT

Pneumatic and Pressurization

Cabin Pressurization
Normal Cabin
Pressurization Limitations . . . . . . . . 0.0 to 9.3, ±0.1 PSID
Pressure Relief Valve . . . . . . . . . . . . . . 9.5 ±0.1 PSID

Pressure Gauge Redline . . . . . . . . . . . . 9.7 ±0.1 PSID

Citation Excel Developed for training purposes 3-15

November 2004
CAE SimuFlite

Load Factors
In Flight
Flaps Up Position (0°) . . . . -1.2 TO +3.0 G AT 20,000 LBS
Flaps T.O., T.O. & APPR To
LAND Position (7 to 35°) . . . 0.0 TO +2.0 G AT 20,000 LBS
These accelerations limit the angle-of-bank in turns and sever-
ity of pullup maneuvers.
Landing
FLAPS LAND . . . . . . . . . 0.0 TO +2.0 G AT 18,700 LBS
These accelerations limit the airplane to landing sink rate of
600 feet per minute.

Takeoff/Landing/Enroute
Temperature Limitations
50

MAXIMUM ENROUTE ALTITUDE

40
MINIM
UM T
PRESSURE ALTITUDE – 1000 FEET

EMPE

30
RATU

IS
A
+3
RE

9º
C
LIMIT

20

MAXIMUM TAKEOFF/LANDING ALTITUDE

10

-60 -40 -20 0 20 40 60

AMBIENT AIR TEMPERATURE – °C
3-3

3-16 Developed for training purposes Citation Excel

November 2004
 Limitations

System Data
Avionics and Communications
Angle-of-Attack/Stick Shaker
■ The angle-of-attack (AOA) indicating system and stall warn-
ing must be operational and a satisfactory preflight must be
performed in accordance with Section IV, Operating
Information, Citation Excel, Operating Manual.
■ Use the AOA indicating system as a reference, but do not
use it as a replacement for the airspeed indicator as a pri-
mary instrument.
■ Use the AOA system as a reference for approach speed (1.3
VS1) at all aircraft weights and center-of-gravity locations at
zero, takeoff, takeoff/approach, and landing flap positions.
■ If the stick shaker does not operate during the warning sys-
tem test, or the AOA system is otherwise inoperative, it must
be repaired before flight, except when operating the aircraft
according to an approved Minimum Equipment List (MEL).
Autopilot
■ One pilot must remain in his seat with seat belt fastened dur-
ing all autopilot operations.
■ Autopilot operation is prohibited if a comparison monitor
annunciator light illuminates in flight.
■ Autopilot operation is restricted to the following minimum use
height:
1,000 ft. AGL — Enroute
300 ft. AGL — Non precision approaches
180 ft. AGL — Category I ILS Approach (AFM 2-17)

Citation Excel Developed for training purposes 3-17

November 2004
CAE SimuFlite

■ Use of autopilot during Category II ILS operations is prohibited.

■ The autopilot must be off for takeoff and landing and
approach below landing approach minimums.
■ The yaw damper must be off for takeoff and landing.

CAUTION: When operating the UNS-1 GPS system, prox-

imity to buildings, hangars, power lines, etc., may cause
interference with the operation of the system. Verify position
coordinates prior to departure.

GPS
■ The Global Positioning System (GPS) sensor is approved as
a contributing sensor for navigation provided:
– The GPS sensor is not the only sensor selected for use.
– It is receiving four or more satellites and the GDOP is
six or less and the sensor is not using altitude.
– The system is receiving three or more satellites and the
GDOP, using altitude, is ten or less.
■ Manually entered altitude may be used only after failure of
the automatic inputs and must be updated every 5 minutes.

High Frequency (HF) Automatic Direction Finder

(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.

3-18 Developed for training purposes Citation Excel

November 2004
 Limitations

Honeywell Primus-1000 Flight Guidance System

■ The Honeywell Primus 1000 Integrated Avionics System for
the Citation Excel Pilot’s Manual must be immediately available
to the flight crew (Honeywell publication A28-1146-120-00
Revision 0, or later appropriate revision).
■ Category II operations are not approved.
■ Limit EFIS ground operation with the pilot’s RADOME FAN
FAIL annunciator light illuminated to 30 minutes or until either
IC-1 HOT or IC-2 HOT annunciator illuminates, whichever
occurs first.
■ Do not dispatch in instrument meteorological conditions with
the pilot’s RADOME FAN FAIL annunciator illuminated.
Dispatch in visual meteorological conditions is allowed with the
RADOME FAN annunciator illuminated provided the DISPLAY
GUIDANCE COMPUTER COOLING FAN FAIL annunciator is
illuminated and abnormal procedures are followed.

56

54

52
AMBIENT TEMP (°C)

50

48
Acceptable
Operating
Range
46

44

42

40
0:00 0:10 0:20 0:30 0:40 0:50 1:00 1:10 1:20
AVIONICS/ELECTRICAL OPERATING TIME (HRS:MINS)

Electrical load is limited to 200 amps per generator during ground operations
(Transients up to 250 amps are permissible for up to 4 minutes)
3-4

Citation Excel Developed for training purposes 3-19

November 2004
CAE SimuFlite

■ Do not dispatch if either the IC-1 HOT or IC-2 HOT annunci-

ator illuminates.
■ Do not dispatch following a flight where either an IC-1 HOT
or IC-2 HOT annunciator light was illuminated until identify-
ing and correcting the condition.
■ The pilot’s and copilot’s PFDs must be installed and opera-
tional in the normal (non-reversionary) mode for takeoff.
■ Verify the P-1000 system as operational per a satisfactory
preflight test as contained in the NORMAL procedures.
■ Dual PFD SG reversion to the MFD is prohibited.

Standby Flight Instruments

■ A satisfactory preflight test must be accomplished on the
STBY PWR system.
■ The standby flight instruments, ATT, ALT/ASI, and HSI must
be functioning prior to takeoff.

NOTE: VOR approaches without a valid DME signal are

prohibited with autopilot coupled or with flight director only.

NOTE: Enroute VOR navigation without a valid co-locat-

ed DME signal may result in significantly degraded course
tracking when utilizing the flight director or autopilot. The
flight crew should monitor the CDI for excessive deviation
and select HDG mode as required to manually track the
desired course.

■ The standby airspeed limitations listed on the ALT/KIAS plac-

ard apply only when both pilot’s and copilot’s PFD airspeed
tapes are unreliable or inoperative.
■ Use of the approach mode (APR) on the Standby Flight
Display is prohibited.

3-20 Developed for training purposes Citation Excel

November 2004
 Limitations

Electrical and Lighting

Battery Limitations
Engine Starts . . . . . . . . . . . . . . . THREE PER HOUR
■ If the BATT O’TEMP light illuminates during ground opera-
tion, do not take off until after the proper maintenance pro-
cedures have been accomplished.
■ Refer to the Note below.

Prolonged Ground Operation

NOTE: If a battery limitation is exceeded, accomplish a

deep cycle (including a capacity check) to detect possible
cell damage.
Three generator-assisted cross starts equal one battery start.
If using a GPU for start, do not count a battery cycle.
Use of a GPU with voltage in excess of 28V DC or current
in excess of 1,000 amps may damage the starter.

Continuous ground operation of generator is limited to 200

amps per generator. Transients up to 250 amps are permissi-
ble for up to 4 minutes.

Starter Cycle Limitations

With GPU or Generator-Assisted Cross Start as Starter
Power Source
Engine Starts . . . . . . . . . . . THREE PER 30 MINUTES
Cycles of Operation . . THREE WITH A 90-SECOND REST
PERIOD BETWEEN CYCLES

Citation Excel Developed for training purposes 3-21

November 2004
CAE SimuFlite

With Battery As Starter Power Source

Engine Starts . . . . . . . . . . . . . . . THREE PER HOUR
Cycles of Operation . . THREE WITH A 90-SECOND REST
PERIOD BETWEEN CYCLES
APU Starts . . . . . . . . . . . . . . . . . . NINE PER HOUR

With APU As Starter Power Source

Aircraft Engine Starts . .THREE PER 30 MINUTES WITH 90
SEC. REST BETWEEN STARTS
(An APU Battery Start counts as 1/3 of a Normal Engine
Battery Start)
APU Starts . . . . . . . . . . . . . . . . . . NINE PER HOUR

Fuel
Anti-Ice Additive
■ Anti-icing additive EGME (MIL-I-27686) or DIEGME (MIL-I-
85470) are approved for use, but are not required. They may
be added to fuels not presently containing the additive.
■ Use a minimum anti-icing additive concentration of 0.10% by
volume and a maximum of 0.15% by volume.
■ When using additive in fuel, do not use less than 20 fluid
ounces of additive per 156 gallons of fuel or more than 20
fluid ounces of additive per 104 gallons of fuel.
■ Excessive additive may cause fuel tank damage or erro-
neous fuel quantity indications.

WARNING: Anti-ice additive is combustible and toxic. It is

dangerous when inhaled and/or absorbed into the skin.
When in contact with anti-ice additive, use appropriate pro-
tective equipment (e.g., eye goggles/shield, respirator with
organic vapor cartridges, non-absorbing gloves, additional
skin protection). If anti-ice enters the eyes, flush with water
and contact a physician immediately

3-22 Developed for training purposes Citation Excel

November 2004
 Limitations

Fuel Additive
■ When using additive in fuel, do not use less than 20 fluid
ounces of EGME or DIEGME additive per 156 gallons of fuel
or more than 20 fluid ounces of EGME additive per 104 gal-
lons of fuel.

CAUTION: Direct anti-ice additive into the flowing fuel

stream and start the additive flow after the fuel flow starts;
stop the additive flow before fuel flow stops. Do not allow
concentrated additive to contact coated interior of fuel
tank or aircraft painted surface.

NOTE: Military JP-4, JP-5, and JP-8 have anti-icing pre-

blended by the refinery.

Approved Fuels
Fuel Limitations

JET A, A-1, JP-5 JET B & JP-4

& JP-8

Minimum Fuel Temperature -40°C -45°C

Maximum Fuel Temperature +57°C **

Maximum Altitude 45,000 ft **

Maximum Asymmetric Fuel

Differential For Normal 400 Pounds 400 Pounds
Operations

Emergency Asymmetric
Fuel Differential* 800 Pounds 800 Pounds

* MAXIMUM LATERAL FUEL IMBALANCE IS 400 POUNDS. A LATERAL

FUEL IMBALANCE OF 800 POUNDS HAS BEEN DEMONSTRATED FOR
EMERGENCY RETURN.
** REFER TO FUEL OPERATING LIMITATIONS CHART.

Citation Excel Developed for training purposes 3-23

November 2004
CAE SimuFlite

Jet B/JP-4 Fuel Operating Limitations

50000

45000

40000

35000
PRESSURE ALTITUDE - FT

30000

25000

20000

15000

10000

5000

-5000
-50 -40 -30 -20 -10 0 10 20 30 40 50 60
FUEL TEMPERATURE (°C)

3-24 Developed for training purposes Citation Excel

November 2004
 Limitations

Boost Pumps
The boost pumps must be on when the low fuel lights illuminate
or when indicated fuel is 400 lbs or less.

Single-Point Refueling Limitations

■ Single point refueling must be accomplished in accordance
with the procedures contained on the placard installed on the
single point refueling access door (Figure 3-5). Refueling
pressure range is 10 to 55 PSI; maximum defueling pressure
is –10 PSI.

Differential
Maximum Asymmetric Fuel
Differential in Flight . . . . . . . . . . . . . . . . . . . 400 LBS
Maximum Asymmetric Fuel Differential in
an Emergency . . . . . . . . . . . . . . . . . . . . . 800 LBS
A lateral fuel imbalance of 800 pounds has been demon-
strated for emergency return.

Unusable Fuel
Fuel remaining in the fuel tanks when the fuel quantity indicator
reads zero is not usable in flight.

3-5

Citation Excel Developed for training purposes 3-25

November 2004
CAE SimuFlite

Hydraulics
Fluid
Use Skydrol 500A, B, B-4, C or LD -4; or use Hyjet, Hyjet W, III,
or IV, IVA, or IVA Plus.

Ice and Rain Protection

Prolonged Ground Operation
Limit ground operation of pitot/static heat to two minutes to pre-
clude damage to the angle-of-attack probe.

Landing Gear
Tires
■ BF Goodrich/Michelin part number 031-613-8 nose tire and
OM 13701 main tire are the only tires approved.
■ The nose tire must be inflated to 130 PSI ±5 PSI (Unloaded)
135 PSI ±5 PSI (Loaded)
■ The main tires must be inflated to 210 PSI +2/-5 PSI
(Unloaded)
218 PSI +2/-5 PSI
(Loaded)

3-26 Developed for training purposes Citation Excel

November 2004
 Limitations

Miscellaneous
Oxygen
■ The pressure demand sweep-on oxygen mask must be
properly stowed to qualify as a quick donning oxygen mask.

WARNING: Passenger oxygen masks are intended for

use during an emergency descent to an altitude not requir-
ing supplemental oxygen.

■ Continuous use of the supplemental oxygen system is pro-

hibited above the following cabin altitudes:
Carrying Passengers . . . . . . . . . . . . . . . 25,000 FT
Crew Only . . . . . . . . . . . . . . . . . 40,000 FT EROS
Crew Only . . . . . . . . . 41,000 FT PURITAN-BENNETT
■ Headsets, eyeglasses, or hats worn by the crew may
interfere with the quick donning capabilities of the option-
al oxygen masks.

Thrust Reverser
■ Reduce reverse thrust power to idle reverse at 60 KIAS on
landing roll.
■ Limit maximum reverse thrust setting to 75% fan speed of
takeoff thrust.
■ Maximum allowable thrust reverser deployed time is 3 min-
utes in any 10 minute period.
■ Limit engine static ground operation to idle power (if thrust
reversers are deployed).
■ Do not use thrust reversers during touch and go landings.
■ Verify the thrust reverser(s) as operational using the Before
Takeoff test in the AFM normal procedures.
■ The use of thrust reversers to back the airplane is prohibited.

Citation Excel Developed for training purposes 3-27

November 2004
CAE SimuFlite

Powerplant – Pratt and Whitney

Turbofan PW545A
Approved Oils
■ Use only the following oils:
■ Mobil Jet Oil II
■ Mobil Jet Oil 254
■ Exxon Turbo Oil 2380
■ Castrol 5000
■ Royco Turbine Oil 500
■ Royco Turbine Oil 560
■ Aero Shell Turbine Oil 500
■ Aero Shell Turbine Oil 560.
■ Oils listed for the engine in the latest revision of Pratt and
Whitney Canada Inc. Maintenance Manual P/N 30J1272 are
approved for use.

CAUTION: When changing from an existing lubricant for-

mulation to a “third generation” lubricant formulation (e.g.,
Aero Shell/Royco Turbine Oil 560 or Mobil 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 manufacturer’s
pertinent oil service bulletins.

3-28 Developed for training purposes Citation Excel

November 2004
 Limitations

■ For contingency purposes, oil replenishment using any

approved oil brand listed is permitted if either of the following
is true.
– The total quantity of additional oil does not exceed two
U.S. quarts in any 400-hour period.
– If more than two U.S. quarts of dissimilar oil brands must
be added, drain and flush the complete oil system, then
refill with an approved brand according to Engine
Maintenance Manual instructions.
■ If oils of nonapproved brands or of different viscosities
become intermixed, drain and flush the complete oil system,
then refill with an approved oil according to the Engine
Maintenance Manual instructions.

Engine Fan Inspection

To ensure accurate fan speed thrust indication, inspect fan for
damage prior to each flight.

Electronic Engine Computers (EEC’s)

Dispatch with either or both engines operating in manual mode is
prohibited, except when conducted in accordance with limitations
and procedures contained in AFM Section V, Supplement 9,
Dispatch with Electronic Computer(s) Inoperative below 70% N2
limit.

Citation Excel Developed for training purposes 3-29

November 2004
CAE SimuFlite

Engine Operating Limits

Operating Operating Limits

Conditions

Thrust Time Limit Max Observed N2

Setting (Minutes) ITT Temp. °C %

Takeoff 5 (Note 4) 720 101.8

Maximum Continuous 720 101.8
Continuous

Ground Idle Continuous N/A 47 (Min)

Note 2
Flight Idle Continuous N/A 53 (Min)
(Note 3)

Starting N/A 720** ––

Transient 20 Seconds 760** 103*

Transient 120 Seconds –– ––

3-30 Developed for training purposes Citation Excel

November 2004
 Limitations

Engine Operating Limits (Continued)

Operating Operating Limits

Conditions

Thrust N1 Oil Pressure Oil Temp.

Setting % (Note 1) PSI °C

Takeoff 100 45 to 140 10 to 121.1

Maximum 100 45 to 140 10 to 121.1
Continuous

Ground Idle –– 45 (Min) -40 to 121.1

Note 2
Flight Idle –– 45 (Min) -40 to 121.1
(Note 3)

Starting –– ––- 40 (Min)

Transient 102* Note 1 121.1 to 135

Transient –– Note 1 121.1 to 135

Table 3-D; Engine Operating Limits

*Refer to Figure 3-6.
**Refer to Figure 3-7.
1 Normal oil pressures are 45 to 140 PSIG above 60% TURBINE RPM. Oil
pressures below 45 PSIG are undesirable and should be tolerated only for
the completion of the flight, preferably at reduced power setting. Oil pres-
sure at takeoff and maximum thrust settings exceed 140 PSI (not to exceed
250 PSI) for up to 120 seconds.
For starting, oil pressure may exceed 140 PSI (not to exceed 250 PSI)
for up to 300 seconds.
2 Ground idle is available in EEC mode only.
3 Flight idle is available in EEC or manual modes.
4 Takeoff ratings that are nominally limited to 5 minutes duration may be used
for up to 10 minutes for one engine inoperative operations without adverse
effects upon engine airworthiness.

Citation Excel Developed for training purposes 3-31

November 2004
CAE SimuFlite

Engine Overspeed Limits

103
ROTOR SPEED - PERCENT

102

C
101
B
100
A
99
20 40
TIME - SECONDS
3-6 N1 OVERSPEED

AREA A - NO ACTION REQUIRED

AREA B - RECORD IN ENGINE LOG BOOK
AREA C - PERFORM INSPECTION/REPAIRS
IN ACCORDANCE WITH PRATT
& WHITNEY INSTRUCTIONS

104
ROTOR SPEED - PERCENT

103
C

102 B
101.8

101 A

100
20 40
TIME - SECONDS
3-7 N2 OVERSPEED

3-32 Developed for training purposes Citation Excel

November 2004
 Limitations

ITT Limits
NOTE

Inter-Turbine Temperatures shown make no allowance for correction

factors or instrument errors but allow for some typical instrument lag.
760
INTER-TURBINE TEMPERATURE (ºC)

C
740
B

720
A

700

680

20 1 2 3 4 5 6 7 8
(SEC) (MIN)
TIME
ALL CONDITIONS EXCEPT STARTING

AREA A - NO ACTION REQUIRED

AREA B (1) DETERMINE CAUSE AND CORRECT
(2) INSPECT HOT SECTION USING BORESCOPE IN
ACCORDANCE WITH PRATT & WHITNEY INSTRUCTIONS
AREA C - PERFORM INSPECTION/REPAIRS IN ACCORDANCE WITH
PRATT & WHITNEY INSTRUCTIONS
C
720
INTER-TURBINE TEMPERATURE (ºC)

A B

700

670

2 4 5 6 7 8 10 12 14 16 18 20 22 24 26 28 30
TIME (SECONDS)
STARTING ONLY
3-8
Citation Excel Developed for training purposes 3-33
November 2004
CAE SimuFlite

Auxiliary Power Unit Honeywell

RE 100
APU Limitations
■ APU operation is prohibited until a satisfactory APU test has
been accomplished as contained in the Normal Procedures
section of this manual.
■ Starting APU is prohibited whenever the APU fail light is illu-
minated
■ APU start attempt is prohibited after a dual generator failure
■ Following shutdown for any reason, APU restart must not be
attempted until 30 seconds after the RPM meter reads 0%
■ Applying deice (anti-ice of any type) is prohibited with APU
operating
■ Deployment of the thrust reversers for more than 30 seconds
with the APU running is prohibited
■ APU is not approved for unattended operation

3-34 Developed for training purposes Citation Excel

November 2004
 Limitations

■ The following limits (Table 3-E) apply to APU starting and

operation:

APU Operating Limits

Operating Starting Running
Condition
Max Alt Ft 20,000 30,000
Max ITT °C 690 690
***
N1% - 108
Fuel Temp °C Refer To Basic Refer To Basic
AFM Fuel Limitations AFM Fuel Limitations
Max Gen
Load Amps
- 200 Ground
*
** 230 FLT
Ambient Temp °C -54 to 54 -54 to 54

Table 3-E; APU Operating Limits

* Transient current greater than 200 amperes is approved for
APU cross generator start of the main engines.
** APU Ammeter Instrument Markings:
a. Red Triangles = 200 Amperes
b Red Line - 230 Amperes
***APU will automatically shut down if ITT limits are exceeded.

Citation Excel Developed for training purposes 3-35

November 2004
CAE SimuFlite

3-36 Developed for training purposes Citation Excel

November 2004
 Limitations

Instrument Markings
Airspeed Indicators
Red Bands . . . . . . . . . . . . 260 KIAS, 305 KIAS, 0.75 M

Ammeter Indicators
Red Line . . . . . . . . . . . . . . . . . . . . . . . 300 AMPS
Red Triangle . . . . . . . . . . . . . . . . . . . . . 200 AMPS

Cabin Differential Pressure Indicator

Red Line . . . . . . . . . . . . . . . . . . . . . . . . . 9.7 PSI
Green Arc . . . . . . . . . . . . . . . . . . . . 0.0 TO 9.6 PSI

Fan (N1) RPM Indicators

Red Line . . . . . . . . . . . . . . . . . . . . . . . . . 100.0%
Green Band . . . . . . . . . . . . . . . . . . . 20 TO 100.0%

Turbine (N2) Indicator

Steady Red Digits . . . . . . . . . . . . . . . . > 101.9% RPM
Normal Operating . . . . . . . . . . . . . . 47 to 101.8% RPM

ITT Indicators
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . . 720°C
Green Band . . . . . . . . . . . . . . . . . . . 0°C TO 720°C

Oil Pressure Indicators

Scale Markings:
Red Triangle . . . . . . . . . . . . . . . . . . . . . . . 250 PSI
Red Line (max) . . . . . . . . . . . . . . . . . . . . ≥ 140 PSI
Green Band . . . . . . . . . . . . . . . . . ≥ 45 TO < 140 PSI
Yellow Band . . . . . . . . . . . . . . . . . . > 20 TO < 45 PSI
Red Line (min) . . . . . . . . . . . . . . . . . . . . . . ≤ 20 PSI

Citation Excel Developed for training purposes 3-37

November 2004
CAE SimuFlite

Analog Tape:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 250 PSI
Red . . . . . . . . . . . . . . . . . . . . ≥ 140 PSI (≥ 20 SEC)
White . . . . . . . . . . . . . . . . . . . . . ≥ 45 TO < 140 PSI
Yellow . . . . . . . . . . . . . . . . . . . . . > 20 TO < 45 PSI
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . ≤ 20 PSI

NOTE:
• In reversionary mode, the oil pressure indication will be
digital only and the color of the digits will correspond to
the scale range colors listed.
• Tape and digital readout (reversionary mode) will turn yel-
low or red if outside normal operating limits.
• White analog tape or green digits (reversionary mode)
represents green band.
• During engine start and shutdown, the yellow and redline
range changes will be suppressed. The red triangle will
still be active.
• For engine start, the oil pressure may exceed 140 PSI
(not to exceed 250 PSI) for up to 300 seconds. The ana-
log tape will turn red 20 seconds after the engine reaches
idle speed if 140 PSI is still exceeded.

Turbine (N2) RPM Indicators

Digital Readout:
Red . . . . . . . . . . . . . . . . . . . . . . . . ≥ 101.9% RPM
Green . . . . . . . . . . . . . . . . . . . . . . . < 101.9% RPM

Oil Temperature Indicators

Scale Markings:
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . > 121°C
Green Band . . . . . . . . . . . . . . . . . . ≥ 10 TO ≤ 121°C
3-38 Developed for training purposes Citation Excel
November 2004
 Limitations

Analog Tape:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . > 121°C
White . . . . . . . . . . . . . . . . . . . . . . ≥ 10 TO ≤ 121°C

NOTE:
• In reversionary mode, the oil temperature indication will
be digital only and the color of the digits will correspond to
the scale range colors listed.
• Tape and digital readout (reversionary mode) will turn red
if outside normal operating limits.
• White analog tape or green digits (reversionary mode)
represents green band.
• An oil temperature fail annunciation is possible with oil
temperatures below -30°C. If this occurs, preheating the
engines may extinguish the fail message.

Inter-Turbine Temperature Indicators – Engine

Start
Scale Markings:
Red Triangle . . . . . . . . . . . . . . . . . . . . . . . . 720°C
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 720°C
Analog Tape:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 720°C
White . . . . . . . . . . . . . . . . . . . . . ≥ 0°C TO < 720°C

Citation Excel Developed for training purposes 3-39

November 2004
CAE SimuFlite

Digital Readout:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 720°C
Green . . . . . . . . . . . . . . . . . . . . . ≥ 0°C TO < 720°C

NOTE:
• Tape and digital readout will turn red if outside normal
operating limits.
• Engine Running Red Line does not apply while ITT Start
Limit (Red Triangle) is displayed.
• White analog tape represents green band.

Inter-Turbine Temperature Indicators – Engine

Running
Scale Markings:
Red Line . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 720°C
Analog Tape:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 720°C
White . . . . . . . . . . . . . . . . . . . . ≥ 150°C TO < 720°C
Digital Readout:
Red . . . . . . . . . . . . . . . . . . . . . . . . . . . . ≥ 720°C
Green . . . . . . . . . . . . . . . . . . . . ≥ 150°C TO < 720°C

NOTE:
• Tape and digital readout will turn red if outside normal
operating limits.
• White analog tape represents green band.

3-40 Developed for training purposes Citation Excel

November 2004
 Limitations

Fan (N1) RPM Indicators (Refer to Section IV,

AFM for Thrust Setting Limits)
Scale Markings:
Red Line . . . . . . . . . . . . . . . . . . . . . . 100.0% RPM
Analog Tape:
Red . . . . . . . . . . . . . . . . . . . . . . . . ≥ 100.0% RPM
White . . . . . . . . . . . . . . . . . . . . . . . . < 100% RPM
Digital Readout:
Red . . . . . . . . . . . . . . . . . . . . . . . . ≥ 100.0% RPM
Green . . . . . . . . . . . . . . . . . . . . . . . . < 100% RPM

NOTE:
• Tape and digital readout will turn red if outside normal
operating limits.
• White analog tape represents green band.

Brake and Gear Pneumatic

Pressure Indicator . . . . . . . . . . PER PLACARD
Brake Hydraulic Accumulator
Pressure Indicator . . . . . . . . . . PER PLACARD

Citation Excel Developed for training purposes 3-41

November 2004
CAE SimuFlite

AFM Supplements
The following originates in selected AFM supplements. For the
supplements applicable to a specific aircraft, refer to the
Supplements section in the AFM for that aircraft.

Audio Checklist (with or without

Cabin Briefer)
■ The audio checklist must contain FAA-approved operating
procedures. It is the operator’s responsibility to ensure
checklist contents are consistent with current AFM revisions.

EROS Oxygen Mask

■ Prior to flight, check the EROS oxygen mask and properly
stow it in its receptacle to qualify it as a quick-donning oxy-
gen mask.
■ Continuous use of the supplemental oxygen system is pro-
hibited above the following cabin altitudes:
Carrying Passengers . . . . . . . . . . . . . . . .25,000 FT
Crew Only . . . . . . . . . . . . . . . . . . . . . .40,000 FT
■ Headsets, eyeglasses or hats worn by the crew may interfere
with the quick-donning capability of the oxygen mask.
■ Unless carefully trimmed, mustaches and/or beards worn by
crewmembers may interfere with proper sealing of the oxy-
gen mask. Check mask fit and seal while on the ground prior
to flight.
■ The oxygen supply has the durations shown in Tables 3-F
and 3-G.

3-42 Developed for training purposes Citation Excel

November 2004
 Limitations

AVAILABLE TIME IN MINUTES

Cabin 1 2 2 2 2 2 2 2 2
Altitude Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit
2 Cabin 4 Cabin 6 Cabin 8 Cabin 10 Cabin 11 Cabin 12 Cabin
8,000 839 420 106 61 42 33 27 24 22
10,000 964 482 110 62 43 33 27 25 23
15,000 964 482 112 63 44 34 28 25 23
20,000 757 379 107 62 44 34 28 25 23
25,000 405 202 87 55 41 32 27 24 22
27,000 475 237
29,000 523 261
31,000 588 294
33,000 663 332
35,000 748 374
37,000 851 426
39,000 1037 518

Table 3-F. EROS Crew Mask and 49 Cubic Foot Cylinder

AVAILABLE TIME IN MINUTES

Cabin 1 2 2 2 2 2 2 2 2
Altitude Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit
2 Cabin 4 Cabin 6 Cabin 8 Cabin 10 Cabin 11 Cabin 12 Cabin
8,000 1308 654 165 94 66 51 41 38 34
10,000 1502 751 172 97 68 52 42 38 35
15,000 1502 751 175 99 69 53 43 39 36
20,000 1180 590 167 97 69 53 43 39 36
25,000 630 315 136 86 63 50 41 38 36
27,000 740 370
29,000 815 407
31,000 916 458
33,000 1034 517
35,000 1165 583
37,000 1326 663
39,000 1616 808

Table 3-G. EROS Crew Mask and 76 Cubic Foot Cylinder

Citation Excel Developed for training purposes 3-43

November 2004
CAE SimuFlite

Honeywell Primus II SRZ-85X

Integrated Radio System
■ The Honeywell Pilot’s Operating Handbook, SRZ-85X
(Publication Number 28-1146-50-03, dated April 1993 or
later revision) must be immediately available to the flight
crew for aircraft equipped with the Honeywell Primus II SRZ-
85X Integrated Radio System.
■ The aircraft must be equipped with an independent opera-
tional auxiliary COM 1/NAV 2 control display unit.

Software Version Operator’s Manual

UNS-1 Operator’s Manual (Report No.

603.X 2423SV603, January, 1998 or appropriate
revision)

3-44 Developed for training purposes Citation Excel

November 2004
 Limitations

Universal UNS-1Csp
(Optional UNS-1K) (Single or Dual)
Flight Management System
■ The UNS-1 Operator’s Manual, as applicable to the software
version, must be available to the flight crew whenever navi-
gation is predicated on the use of the UNS-1Csp.
■ The UNS-1Csp must be used in conjunction with the
Universal Flight Plan (UFP) Version 11.X or later FAA
approved versions, when used as the primary means of nav-
igation in oceanic and remote airspace.
■ When latitude/longitude transferred from the internal data
base (IDB) is displayed on the CDU, the pilot will ensure that
it is reasonable position for the requested identifier.
■ The internal data base (IDB) must be updated to the latest
revision every 28 days; updating to be accomplished with the
Universal Avionics update disk or equivalent.
■ The fuel management mode is for advisory purposes only
and it does not replace the airplane primary fuel flow and fuel
quantity systems.
■ When operating outside the magnetic variation model area
(north of 72 degrees 45 minutes north latitude, or south of 59
degrees 45 minutes south latitude), the pilot must manually
insert magnetic variation.

Citation Excel Developed for training purposes 3-45

November 2004
CAE SimuFlite

3-46 Developed for training purposes Citation Excel

November 2004
Systems
Table of Contents

Avionics . . . . . . . . . . . . . . . . . . . . . . . . . . . 4A-1
Electrical System . . . . . . . . . . . . . . . . . . . . . . 4B-1
Environmental System . . . . . . . . . . . . . . . . . . . 4C-1
Fire Protection System . . . . . . . . . . . . . . . . . . . 4D-1
Flight Control . . . . . . . . . . . . . . . . . . . . . . . . 4E-1
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . 4F-1
Hydraulic System . . . . . . . . . . . . . . . . . . . . . . 4G-1
Ice and Rain Protection . . . . . . . . . . . . . . . . . . . 4H-1
Landing Gear and Brakes . . . . . . . . . . . . . . . . . . 4I-1
Oxygen System . . . . . . . . . . . . . . . . . . . . . . . 4J-1
Powerplant . . . . . . . . . . . . . . . . . . . . . . . . . . 4K-1
Thrust Reverser . . . . . . . . . . . . . . . . . . . . . . . 4L-1

Citation Excel Developed for training purposes 4-1

April 2002
CAE SimuFlite

4-2 Developed for training purposes Citation Excel

April 2002
CECRH_AV_4a.qxd 11/5/03 10:55 AM Page 3

Avionics
Pitot Static System

PRIMARY PRIMARY
FLIGHT FLIGHT
LH PITOT DISPLAY DISPLAY RH PITOT
TUBE IC IC TUBE
600 600

BAR
O BARO
ST
ST

AZ-850 AZ-850
AIR DATA AIR DATA ROSEMONT
AOA (TAT)
COMPUTER COMPUTER
PROBE PROBE
AOA
DECODER

EXTERNAL EXTERNAL
DRAIN DRAIN

EXTERNAL
DRAINS

UPPER UPPER
PORT PORT

CABIN DIFFERENTIAL MIDDLE

MIDDLE PRESSURE GAGE PORT
LH PORT
15 RH
STATIC LOWER 20
10
4 5
STATIC
PORTS PORT
3 6 25

5
2
1 8
7
30 PORTS
AIRSPEED
SENSOR LOWER
SECONDARY
FOR 2 PORT
FLIGHT DISPLAY
ELECTRICAL POSITION
M. STABILIZER
PITOT PRESSURE 10
14H
P
000 STANDBY
60
ATTITUDE
TTITUDE
INITIALIZING PITOT
STATIC PRESSURE 600

87
TUBE
29.
93IN
BAR
AP AT

Citation Excel Developed for training purposes 4A-1

August 2003
CECRH_AV_4a.qxd 4/1/02 10:32 AM Page 4

CAE SimuFlite

4A-2 Developed for training purposes Citation Excel

April 2002
 Avionics

Pitot/Static System
An electrically heated pitot tube on each side of the aircraft nose
supplies ram air pressure to the flight instruments.
The left pitot tube supplies the:
■ pilot’s AZ-850 micro air data computer
■ Primary Flight Display (PFD)
The right pitot tube supplies the:
■ copilot’s AZ-850 micro air data computer
■ Primary Flight Display (PFD)
The third pitot tube supplies:
■ pressure to the standby airspeed indicator/altimeter
■ cabin differential pressure gage
Three static ports are located on each side of the aircraft. The
lower port on the left side and the upper port on the right side
provide the static source for the pilot’s system. The upper port
on the left side and the lower port on the right side provide the
static source for the copilot’s system. The center ports on each
side provide static pressure for the standby pitot-static system.

Micro Air Data Computer

Each Micro Air Data Computer (MADC) receives pitot pressure
(PT) and static pressure (PS) inputs from one of the two inde-
pendent primary pitot/static systems and temperature data from
a probe on the lower forward fuselage. The MADC converts the
pneumatic data into digital information and transmits it through
the IC-600 Integrated Avionics Computer to the DU-870 Primary
Flight Display (PFD) units which convert the information into
electronic data for display and present it on the PFD’s.
A Meggitt secondary flight display receives its data from the
standby pitot/static system and processes the information for dis-
play on the SFD.

Citation Excel Developed for training purposes 4A-3

November 2004
CAE SimuFlite

4A-4 Developed for training purposes Citation Excel

April 2002
 Avionics

Primus 1000 System Schematic

DU-870 PFD 240
M.424
1013HP
DU-870 MFD DU-870 PFD
500 360

FROM
MAG2 FMS HDG VS ASEL
HDG VS ASEL 27.4NM 100 00
AP ENG
100 00 KDVT
7MIN 240
AP ENG
8500
240 8500 220 N

IC-600 TO
33 3 220
220 10 10 PLAB1 20 20
20 20
200 08000
TO BOTH
6 10 10 20

30
10 10 20 PBDO1
200 80 80
0 0
00
200 80 80

MEGGIT
00 LL01

10 87 10
PLAB2 50

IC 600•S
KDVT
180 10 10
180 10 10
180
50 50
160 7500
160 7500
29.92 IN
29.92IN TCAS TEST
ABV
RA 12.5 + 12
TA 14.5 - 12
29.92 IN
FL CRS
+I°
CRS VOR2
BARO 360
+I°
VOR2 57.8NM 1000
360 57.8NM 1000 -12 25

N APR ATT 33
N 3 3
33 3 3
TCAS 315 2

30
2 45.0

6
AUTO

30
1

6
-10
1 HDG -05 TAS

E
360 234 0 1000

E
0 1000

MEGGIT
WX GSPD

24

12
VOR2 1
245

24
TGT

12
VOR2 1 15
15 -3 21 S 2
21 S 2 STAB 00 HDG GSPD 3
HDG GSPD 3 ALT 360 225 KTS
360 23
225 KTS
VNAV VSPEEDS TERR
100 00 23

BARO
BARO
STD
STD

WC-880 WX
#1 CONTROLLER WC-880 #2
AZ-850 RCT STAB TGT SECT
WEATHER AZ-850
MICRO MIN
PULL
VAR

MAX
SBY
OFF
WX GMAP
FP
TEST
PULL
ACT
0
+

-
RADAR MICRO
AIR DATA AIR DATA
GAIN RADAR SLV TILT

COMPUTER COMPUTER
PC-400
AUTOPILOT
CONTROLLER MC-800 ARINC 429
ARINC 429
DISPLAY
BANK
LIMIT
DESCEND TURN
LOW
P

CONTROLLER
I T
T DN
R
C I
H UP M

CLIMB ENGAGE ENGAGE

MAP
AP YD PLAN
WX NORM EMER

HDLC

HDLC
INC
VOR NORM RCL SKP
R
N SG1 SG2
G
APT DAT PAG ENT

MS-560 MODE
DEC
MODE DIM

SELECTOR
LEFT AHRS
HDG NAV APR BC VNAV ALT VS FLC

AHRS
RIGHT
PITOT ARIN DC-550 29
PITOT
C4 N C4
29
DC-550 DISPLAY DISPLAY ARI
CONTROLLER CONTROLLER
IC-600 SC IN
IC-600 STBY
PITOT
GSPD

INTEGRATED
SC IN GSPD HSI ET NAV FMS

INTEGRATED
HSI ET NAV FMS CP HPA TTG
CP HPA TTG

NAV ADF NAV ADF

NAV ADF NAV ADF

AVIONICS AVIONICS
OFF FMS OFF FMS
OFF FMS OFF FMS
TEST
TEST
OFF
OFF
ADI DH
ADI DH

COMPUTER
BRG DIM TST BRG

COMPUTER
BRG DIM TST BRG

FX-220 HDLC FX-220

FLUX FLUX STBY
VALVE
COURSE
PUSH
DIR
HEADING
PUSH
SYNC
COURSE
PUSH
DIR VALVE INSTRUMENT
Honeywell

RI-553 INSTRUMENT REMOTE CONTROLLER

STATIC PORTS RSB STATIC PORTS
SM-200
AILERON RNZ-851 #1 MADC
RNZ-851 RNZ-851E RNZ-851E
#2 MADC SERVO NAV UNIT COMM COM1 NB NAV 1 COM1 NB NAV 1
COMM NAV UNIT 2COM E
M
R

UNIT
131.27 110.25 131.27 110.25 G
NAV AUDIO TX 5Q

UNIT
120.20 108.00 120.20 108.00
TEMP-1 TEMP-1 TEMP-1 TEMP-1
ATC/TCAS ADF ATC/TCAS ADF NAV
1200 221.0 1200
1 TA/RA
221.0
1 TA/RA ADF
ADF
N9EE N9EE
TCAS DSPY 1 NAV
TCAS DSPY 1
SQ AUDIO
RANGE:
20 RANGE:
20 MODES
NORMAL NORMAL

SM-200 TUNE TUNE

COMM VIEW 1

AIRSPEED SENSOR FOR

SQ DIM 1/2 STO SQ DIM 1/2 STO

PGE TST TST PGE TST TST

AILERON RM-850 RM-850 CD-850

SERVO RMU RMU CLR DEL 2 POS. STAB AND
STBY HEAD PRESS. CONTROLLER
INSTRUMENT
HOLD NAV PRE 12 MLS HOLD NAV PRE 12 MLS
KT KT
1.7.5NM ILAS
MICROPHONE CABIN EMER MICROPHONE CABIN EMER

MIN
COM 1 COM 2 NAV 1 NAV 2 INPH COM 1 COM 2 NAV 1 NAV 2 INPH
1.7.5NM ILAS MIN

AT-860 CH SEL

SM-200
COM 1 COM 2 ADF 1 ADF 2 DME 1 DME 2 BOTHV COM 1 COM 2 ADF 1 ADF 2 DME 1 DME 2 BOTHV CH SEL
I O I O
D I D I
C C
DME E E DME
MLS 1 MLS 2 MUTE MKR MLS 1 MLS 2 MUTE MKR

ADF ANT DI-851 DME SPEAKER HEADPHONE SPEAKER HEADPHONE

DI-851 DME
ELEVATOR INDICATOR AV-850A AUDIO AV-850A AUDIO INDICATOR
SERVO CONTROL UNIT CONTROL UNIT

#1 MADC LRN NO. 1

TRIM
#2 MADC
SERVO RAD ALT

LRN NO. 2
STATIC
PORTS
AOA VANE
TO #1 AOA
IC 600 DECODER

Citation Excel Developed for training purposes 4A-5

April 2002
CAE SimuFlite

PRIMUS 1000
The Primus 1000 Integrated Avionics System is a fail-passive sys-
tem that combines the functions of an autopilot, flight director, yaw
damper, and elevator trim to provide automatic flight path and atti-
tude control through the pitch, roll, and yaw axes. The flight direc-
tor and autopilot can be used either independently or together.
The primary component of the Primus 1000 system is the IC-600
Integrated Avionics Computer (IAC), which contains a symbol
generator, the flight director, and the autopilot computer (the
autopilot is in the pilot’s IC-600 only). The IC-600 IAC is the focal
point of information flow by converting input data and informa-
tion to the pilot-selected formats and displaying them on the
PFDs. The IC-600 also generates information that appears on
the Multifunction Display (MFD) and computes the flight director
steering information and autopilot function. The system inter-
connects two IC-600 computers to share, compare, and com-
municate processed information.
The Primus 1000 system operates through displays of the pilot’s
or copilot’s Electronic Flight Instrument System (EFIS).
Various standard subsystems of the Primus 1000 include:
■ air data system

■ autopilot system

■ flight director system

■ flight guidance system

■ flight instrumentation

■ attitude and heading reference system

■ Primus 880 weather radar system.

Various optional subsystems of the Primus 1000 include:

■ Traffic and Collision Avoidance System (TCAS)

■ Enhanced Ground Proximity Warning System (EGPWS)

■ Dual Flight Management System (FMS).

Supplied with these inputs, the Primus 1000 Integrated Avionics

System generates the appropriate pitch, roll, and yaw commands
or cues to fly the aircraft from its actual attitude to a desired attitude.
4A-6 Developed for training purposes Citation Excel
November 2004
 Avionics

EFIS
The standard Electronic Flight Instrument System (EFIS) gen-
erates flight path, flight instrument, and navigation information
and consists of:
■ pilot’s and copilot’s Primary Flight Displays (PFD’s)
■ Multifunction Display (MFD)
■ pilot’s and copilot’s display controllers and mode selector
■ multifunction display controller
■ remote instrument controller
■ PFD/MFD bezel controller
■ micro air data computers
■ symbol generators.
A multifunction display has the capability to display radar and/or
navigation information. The MFD can also display PFD informa-
tion if that display fails.

SRZ-850 Integrated Radio System

The standard avionics package for the Citation Excel is the
Honeywell Primus II SRZ-850 Integrated Radio System, which
is composed of two subsystems: the RNZ-851 Integrated
Navigation Unit and the RCZ-851E Integrated Communications
Unit with Diversity Transponder (both with associated controls,
displays, and antennas). Cockpit controls consist of two RM-850
Radio Management Units (RMUs) (which provide frequency and
mode control of the radios), two Primus II AV-850A digital audio
control units, and a CD-850 Clearance Delivery Head (or
Standby Radio Control Unit). The DI-851 Distance Measuring
Equipment (DME) indicator is also available for display of DME
navigation information. The Primus II radio system can be
installed in applications requiring digital or analog interfaces and
it can be integrated with any FMS compatible with standard dig-
ital bus radio tuning.

Citation Excel Developed for training purposes 4A-7

April 2002
CAE SimuFlite

The RNZ-851 Integrated Navigation Unit is a complete self-con-

tained navigation system that consists of:
■ NV-850 VHF NAV Receiver Module (houses the major navi-
gation functions of VOR/LOC receiver, glideslope receiver,
and marker beacon receiver)
■ DF-850 Automatic Direction Finder (ADF) Receiver Module
■ DME-850 DME Transceiver Module (a six-channel scanning
DME module).
The RCZ-851E Integrated Communications Unit is identical in
concept to the RNZ-851 NAV unit in that it contains internal mod-
ules that interface through a cluster module to the radio system
bus for operation. The modules within the RCZ-851E COM
unit include:
■ TR-850 VHF Communication Transceiver
■ XS-850 Transponder Modules.
The RM-850 Radio Management Units (RMU) are the central
control unit for the entire radio system. They provide complete
capability for controlling the operating mode, frequencies, and
codes within all units of the radio system. The RMUs also have
the capability to switch operation from the primary radio system
to the cross-side system. The RMUs are color electronic-based
controllers that use the concept of selecting any function by
pushing a line select key adjacent to the parameter to be con-
trolled; this places a cursor around the parameter. The parame-
ter may then be changed by pressing the corresponding line key
next to the displayed parameter, then rotating the dual concen-
tric tuning knobs to set the desired value.
Avionics systems and equipment are DC powered and do not
require the use of AC inverters.

4A-8 Developed for training purposes Citation Excel

April 2002
CEX CRH Dbl FO Pages 10/9/03 2:44 PM Page 15

Electrical System
DC Electrical System

LH COCKPIT CB PANEL RH COCKPIT CB PANEL

4 5 7
2 LH BUS EMERGENCY BUS EMERGENCY AVN BUS RH AVN BUS
L GEN MFD
O NORM PRESS RAT R FAN SPEED AUDIO 1
FLAP CONTROL COMM 1 RADAR
F LH ITT RH FIRE DET
WARN AUDIO 2
RESET
F GCU START START
LH TURB SPEED L PANEL LTS
STBY PWR
GEAR CONTROL
GEAR WARN
NAV 1
AHRS 2 COMM 2
DISG L FUEL FLOW NAV 2
LH FUEL QTY L CLOCK COCKPIT FLOOD AUDIO 2
L FAN SPEED XPDR 2
LH OIL TEMP L ENG/WING ANTI ICE
STBY HSI DME 2
LH OIL PRESS L PITOT STATIC
LH LH MAIN DC BUS 9
50A 2 LH FUEL TEMP BATT TEMP R IGNITION
6
FLIGHT PHONE

START/GEN LH (AFT JUNCTION BOX) 60A LH CB AUTO TEMP TAS HTR STBY P/S HTR
L IGNITION
LH AVN BUS ADC 2
IC 2
AOA HTR
PWR 50A PANEL FUEL CONTROL
L START LH W/S ANTI ICE HYD CONTROL
AHRS 1 RAD ALT DISPLAY CONT 2

LH BUS
WARN AUDIO 1 HF
60A RH ENG EEC RH F/W SHUTOFF STAB CONTROL
XPDR 1 AHRS 1 AUX
PFD 2
MFD CONT
ENG VIB MON R FUEL BOOST AUX PANEL
DME 1 AHRS 2 AUX RADAR CONT

LH FEED BUS
60A 50A 3 4 BATTERY WARNING LTS 1 L THRUST REVERSER ADF 1 FMS GND PWR FMS 2
LH DISCONNECT PITCH TRIM W/S AIR WARN FMS 1 GPS
BATT DISC START 200
11
SPEEDBRAKE AOA 9
LH FEED BUS ADC 1 HF RESET EGPWS
GEN 100
100 300
50A CVR IC 1 AVIONICS DC POWER

EMER BUS
AFIS
(EXT START) OFF

RH BUS
CABIN DOOR MONITOR L FEED 1-2-3 DISPLAY CONT 1 L FEED 1-2 AVIONICS DC POWER
INTERIOR
00
60A
400
D C AMP
D.C. AMP MASTER PFD 1 R FEED 1-2
ISOLATION 50A TCAS
1 RELAY 60A 3 10

CROSSFEED BUS
_ + 225A RH BUS RH FEED BUS
BATTERY
50A R FEED 1-2-3 10
MAN TEMP R ENG/WING ANTI ICE RH FEED BUS
24 VOLTS WING INSP R PITOT STATIC
APU FIRE
L&R RH ITT TAIL DEICE
EXT VOLT START RH TURB SPEED R W/S ANTI ICE
MASTER
DETECT
BATTERY BUS

BATT RH FUEL FLOW R START

EXT
SELECT O
PCBs RH FUEL QTY WARNING LTS 2
ECU

POWER F RH OIL TEMP R THRUST REVERSER

20 30 F 25A RH OIL PRESS GLRSHLD FANS
EMER RH FUEL TEMP AP SERVO
10 40
25A EMER PRESS AHRS AUX BATT CHG AFT JUNCTION BOX CIRCUIT BREAKERS
D.C.
VOLTS CENTER PANEL NAV
RH PANEL LTS ANTI COLL 9 10
LH ENG EEC GND REC LH FEED BUS RH FEED BUS
OVERVOLTAGE
SENSOR EMER 10 60A 50A LH F/W SHUTOFF EL PNL LH IGNITOR NO.1 RH IGNITOR NO. 2
LH FIRE DET PULSE LH IGNITOR NO.2 RH IGNITOR NO. 1
PWR 60A 6 5 L FUEL BOOST RUDDER BIAS LH START LIGHT 1 RH START LIGHT 1
RELAY 225A 50A R CLOCK
FLT HR METER
PWR BRKS LH START LIGHT 2 RH START LIGHT 2
LH LIMITER RH LIMITER

RH FEED BUS

EMER AVN BUS

GEN
60A

LH AVN BUS
200 LH PRECOOLER CNTL RH PRECOOLER CNTL
OFF 100 300 LH BUS SENSE RH BUS SENSE
7 LH LAND/REC LTS RH LANDING/REC LTS
0 400
60A 50A
RH START D C AMP OXY/SEAT BELT LT
LH START CNTR PCB
TAIL FLOOD LTS
RH START CNTL PCB

RH AVN BUS
LH VOLTMETER RH VOLTMETER
60A 50A 8
INTERIOR BUS LH GEN 1 RH GEN 1
LH GEN 2 RH GEN 2
RH MAIN DC BUS AFT EMER LTS

RH PWR (AFT JUNCTION BOX) FWD EMER LTS

RH
8 RH CB FWD/AFT COMP LTS
INTERIORS 11

INTERIOR BUS
PANEL CROSSFEED BUS EMERGENCY BUS
START/GEN
200
175A 80A LH IGNITOR SOURCE BATTERY VOLTAGE
D.C.AMP LH BELL/FAIRING LTS RH START CNTL PCB
100 300

R GEN LH ANNUNCIATOR ELT (AVN)

O
F
GCU 0 400
INTERIOR COCKPIT WEMAC FAN
FWD EVAP FAN
BATTERY DISC
CABIN DOOR
F MASTER AFT EVAP FAN LH START CNTL PCB
RESET
RELAY RH IGNITOR SOURCE
RH BELL/FAIRING LTS
GEN ON RH ANNUNCIATOR
O
F
F APU GEN RELAY SYSTEM EMERGENCY BUS
RESET
AVIONICS EMERGENCY BUS
READY TO LOAD APU START
APU
APU GCU
N
START O APU PANEL APU
STOP
R START/GEN
M

Citation Excel Developed for training purposes 4B-1

August 2003
CEX CRH Dbl FO Pages 4/3/02 8:59 AM Page 16

CAE SimuFlite

4B-2 Developed for training purposes Citation Excel

April 2002
 Electrical System

Circuit Breakers
Left CB Panel

Citation Excel Developed for training purposes 4B-3

April 2002
CAE SimuFlite

4B-4 Developed for training purposes Citation Excel

April 2002
 Electrical System

Circuit Breakers
Right CB Panel

Citation Excel Developed for training purposes 4B-5

April 2002
 CAE SimuFlite

Aft Junction Box Circuit Breaker Panel

4B-6 Developed for training purposes Citation Excel

April 2002
 Electrical System

Generator Reset Decision Procedure

MAY BE RESET CANNOT BE RESET

OVERVOLTAGE REVERSE CURRENT

FEEDER FAULT UNDERVOLTAGE
FIRE SW PRESS

TRIPS TRIPS

FIELD RELAY POWER RELAY

L/R GEN OFF

Volts -
READ

Greater Than 10V DC Normal 28.5 V DC Less Than 10V DC

But Less Than 28.5V DC

Field Relay Other GEN Volts - READ Field Relay

NOT TRIPPED TRIPPED

GEN SW - OFF If Not Normal GEN SW -

(RESET NOT FUNCTIONAL) GEN SW - OFF RESET, THEN OFF

Volts -
READ

Less Than 10V DC Normal 28.5V DC

GEN SW - LEAVE OFF GEN SW - GEN

(RESET NOT FUNCTIONAL)

Citation Excel Developed for training purposes 4B-7

August 2003
CAE SimuFlite

4B-8 Developed for training purposes Citation Excel

April 2002
 Electrical System

DC System
Aircraft electrical system power sources include:
■ one 24V DC, 44 amp-hour nickel-cadmium battery

■ two 28.5V DC, 300 amp engine-driven starter/generators

■ external power system.

Eleven buses distribute power from the various DC power

sources: Battery, Emergency, LH Bus, RH Bus, LH Feed, RH
Feed, Left and Right Avionics, Emergency Avionics, Crossfeed,
and Interior.

Battery
With the battery switch in BATT, the isolation relay closes to sup-
ply power to the Crossfeed bus. From the Crossfeed bus, power
flows to the LH and RH Feed buses.
The battery disconnect relay automatically opens during a
ground power unit start to remove the battery from the electrical
system and avoid cycling of the battery. The relay closes auto-
matically at the end of the start cycle.
Placing the battery switch in the BATT ON position allows power
from the LH Feed or RH Feed bus to power the emergency bus
through the Crossfeed bus and relaxed emergency power relay.
Selecting the EMER position energizes the emergency power
relay to the emergency position. Power flows from the Battery
bus to the Emergency buses only.
If battery temperature exceeds 145°F (63°C), a temperature sen-
sor in the battery trips the BATT O”HEAT annunciator and Master
Warning and they illuminate flashing. Above 160°F (71°C), the
>160° annunciator, BATT O’HEAT annunciator, and Master
Warning illuminate flashing. A battery temperature gage provides
continuous indication of battery temperature.

Citation Excel Developed for training purposes 4B-9

August 2003
CAE SimuFlite

Starter/Generators
Two engine-driven starter/generators are the primary source of
DC electrical power. During engine starting they function as
starters. At the end of the start cycle, the generator control units
(GCUs) enable the transition from starter to generator.
Each GCU provides:
■ field weakening during engine start
■ automatic starter shutoff
■ voltage regulation at 28.5V DC
■ generator load sharing (paralleling)
■ overvoltage and ground fault protection
■ reverse current protection.
With the generator switch in ON, regulation, protection, and Feed
bus connection are automatic. When generator output is correct,
the power relay closes to connect the generator to its Feed bus.
The Feed buses, in turn, cross tie through the Crossfeed bus so
that if one generator fails, the operating generator continues to
power the entire electrical system.
If an overvoltage or feeder fault (short) occurs, the GCU opens the
generator field relay to de-energize the generator and the power
relay to disconnect the generator from its Feed bus. The associat-
ed GEN OFF annunciator illuminates. Placing the generator switch
in the OFF position also opens the power relay to isolate the gen-
erator from its Feed bus, without de-exciting the generator.
Momentarily holding the switch in RESET resets a generator field
relay tripped from overvoltage, feeder fault, or when the ENG
FIRE switch is pushed. Selecting RESET may also be neces-
sary following a windmilling airstart.

4B-10 Developed for training purposes Citation Excel

April 2002
 Electrical System

External Power
With a 28V DC 1,000A GPU connected, external power supplies
the Battery bus through the closed external power relay.
When a generator comes on-line and begins supplying power to
the DC buses, the external power relay opens to disconnect
external power.
An external power overvoltage sensor protects the aircraft elec-
trical system from overvoltage conditions. If GPU voltage exceeds
32.5V DC, the sensor opens the external power disable relays to
disconnect external power. Before external power can be reap-
plied, the overvoltage sensor must be reset by disconnecting the
GPU from the aircraft.

AC Power
The Excel utilizes a single AC inverter to power the panel light-
ing. In addition, AC power from engine driven alternators is used
to power the electrically heated windshield. For a complete sys-
tem description, refer to the Ice and Rain Chapter.
Avionics equipment in the Excel is DC powered, and therefore
does not require the use of AC inverters.

Generators
When an engine reaches approximately 6,000 RPM (at idle) the
AC generator is capable of producing 115V AC. An external turn
on signal, from the WINDSHIELD ANTI ICE/DEICE switch allows
the power control unit (PCU) to regulate the output voltage of the
generator. Power is then supplied to the windshield anti-ice sys-
tem. The frequency of the output voltage is not critical; howev-
er, it will be from 200 Hz to 400 Hz, depending on engine speed.
Each AC generator is also equipped with two switches, located at
each bearing location. If a bearing should fail, a secondary bear-
ing will assume the load and the switch for a bearing will become
grounded, causing an AC BEARING annunciator to illuminate.

Citation Excel Developed for training purposes 4B-11

April 2002
CAE SimuFlite

EL Inverter
The static inverter is a single phase, 40-60V AC, 30 VA, 400 Hz
inverter, supplying 40-60V AC to EL lighting. The inverter
receives 28V DC from the EL PANEL circuit breaker located on
the left circuit breaker panel and converts the 28V DC to 40-60V
AC. Converted 40-60V AC is supplied to the EL Dimmer knob.
Intensity of all EL panels is controlled by this dimmer.
Two more inverters, located under the pilot’s armrest, supply AC
power to the 12 fluorescent tubes in the cabin. These inverters
convert 28V DC to 190V AC for the fluorescent power supplies.
These power supplies transform voltage to 300 to 480V to the
tubes. These tubes are controlled by the OFF/BRIGHT/DIM
switch forward of the entrance door.

4B-12 Developed for training purposes Citation Excel

April 2002
 Electrical System

Electrical System
Power Source Battery (1) – 24V DC, 20-cell, 44AH
Starter/generators (2 engine driven) - 28V DC,
(28.5V regulated) 300A max load
AC Inverters for cockpit and cabin lighting
AC generator - 115V AC, 200 - 400 HZ
GPU - 28V DC, 600 to 1000A
APU - 28.5V DC
Distribution DC buses
Battery
Crossfeed
Emergency system and emergency
avionics
LH/RH Buses
LH/RH Feed Buses
LH/RH Avionics
AC buses
No. 1/2 115V AC
Interior bus
Control DC switches
BATT-OFF/EMER
L GEN-OFF/RESET
R GEN-OFF/RESET
AVIONIC POWER-OFF/ON

Citation Excel Developed for training purposes 4B-13

April 2002
CAE SimuFlite

Electrical System (Continued)

Monitor DC
Voltmeter/Ammeters
L/R GEN OFF annunciator
BATT O’TEMP annunciator/gage
Protection Circuit breakers
Current limiters
Relays
Generator control units (GCUs)

4B-14 Developed for training purposes Citation Excel

April 2002
CEX CRH Dbl FO Pages 11/5/03 11:07 AM Page 17

Environmental Systems
Pneumatic/Conditioned Air System RIGHT FLOW CONTROL
SHUTOFF VALVE
1 ENGINE BLEED AIR 2 SYSTEMS BLEED AIR
RIGHT
CONE ANTI-ICE DE-ICE BOOTS (TAIL) BLEED AIR
CLUSTER
T1 PROBE ANTI-ICE PRESS CONTROL
LH BUS
INLET ANTI-ICE DOOR SEAL
STATOR ANTI-ICE 23 PSI CONTROLLER NORM
PRESS
STATOR COOLING (OUTFLOW VALVES) RH BUS
5A 5A
TURBINE COOLING
EMER
OIL SEALS 315˚F (157˚C) 5A PRESS
1
ENGINE FUEL SYSTEM AIR DUCT COCKPIT HEAT
O’HEAT DIFFUSER PRESS SOURCE
NORM
CKPT CAB
PYLON HEAT
EXCHANGER LH RH

OFF EMER
AMBIENT
RT WING ANTI-ICE AIR OUT
WARM AIR
COCKPIT CONDITIONED AIR RAM AIR
OZO
T COCKPIT
COCKPIT CONVE NE
ZONE TEMP RTE R
ARMREST DIFFUSER T DUCT
SENSOR
CONTROL
VALVE APU SEPARATOR
FOOT WARMER DIFFUSER
COCKPIT APU BLEED TEMP
DUCT AIR VALVE
O'HEAT CONTROLLER
RH WEMAC SWITCH OVERBOARD
COOL AIR 23 PSI PLENUM
REG.
2
FWD EVAPORATOR FAN
BYPASS
VALVE
AMBIENT (SEPARATOR
T R134A T R134A OUTFLOW SYSTEMS AIR IN TEMPERATURE)
T C
A/C A/C VALVES BLEED AIR
COCKPIT
RECIRC FAN COCKPIT CABIN ZONE SENSOR
FAN TURBINE (T) AND
ZONE SENSOR
WEMAC BOOST/REAR COMPRESSOR (C)
CABIN ZONE
VAPOR CYCLE FAN TEMP
CONTROL WATER
BLH COOL AIR VALVE SEPARATOR WATER TO
DIFFUSER LH WEMAC
WEMAC ASPIRATOR AT
SIDE WINDOW CABIN AMBIENT AIR INLET
DEFOG HEAT
DIFFUSER
SIDE WALL DIFFUSER EMER OZONE
EMERGENCY PRESSURIZATION PRESS CONVERTER
CABIN
BLEED AIR
VALVE
CONDITIONED AIR PRECOOLER
FOOT WARMER DIFFUSER

ARMREST DIFFUSER
T WARM
T AIR
EMER PRESS & LT WING ANTI-ICE
OVERTEMP PROTECTION
CABIN CIRCUIT 420˚F (210˚C)
CABIN DUCT DUCT EMER
O'HEAT SWITCH SENSOR HEAT EXCHANGERS PRESS
PYLON ACM
HEAT
EXCHANGER LEFT FLOW O’HEAT
CONTROL SHUTOFF
VALVE
BLEED AIR OHT
3 560˚F (293˚C)
1
CKPT TEMP SEL CABIN TEMP SEL
TO PRECOOLER
DOOR CONTROL
AUTO AUTO 500˚F (260˚C)

TO PRECOOLER
CKPT CAB EDUCTOR VALVE
HOT HOT
COLD COLD LEFT 405˚F (207˚C)
SEL SEL BLEED AIR
RAM AIR CLUSTER
SUPPLY SUPPLY
MANUAL MANUAL
COLD AIR

BLEED AIR

HEAT-EXCHANGER COOLED BLEED

CONDITIONED AIR

Citation Excel Developed for training purposes 4C-1

August 2003
CEX CRH Dbl FO Pages 4/3/02 8:59 AM Page 18

CAE SimuFlite

4C-2 Developed for training purposes Citation Excel

April 2002
 Environmental Systems

Pressurization System

REFERENCE PRESSURE % N2

AMBIENT CABIN AIR

% N2

DIGITAL
PRESSURIZATION SERVICE AIR
CONTROLLER

SERVICE
PRESSURE MAXIMUM
DIFFERENTIAL
PRESSURE

PRIMARY
CABIN
OUTFLOW
AIR
VALVE

Citation Excel Developed for training purposes 4C-3

April 2002
CAE SimuFlite

4C-4 Developed for training purposes Citation Excel

April 2002
 Environmental Systems

Bleed Air Sources

Bleed air from each engine’s centrifugal compressor flows through
transfer tubes and elbow assemblies, passes through the pylon-
mounted heat exchanger, then splits to supply the following:
■ air conditioning through the left and right flow control shut-
off valves
■ airframe anti-icing system (see Ice and Rain Protection).
■ the left wing anti-ice supply branches before its respective shut
off valve and supplies the emergency pressurization system.
■ service air regulator (christmas tree).
The PRESS SOURCE selector controls bleed air flow from
the engines to a bleed air cluster through the flow control shut-
off and emergency pressurization valves (see Table 4C-1).

Position Function
OFF Left and right flow control shutoff valves closed.
LH Left flow control shutoff valve opened and right flow
control shutoff valve closed. Left engine supplies
bleed air for air conditioning system.

NORM Left and right flow control shutoff valves open with
engines supplying bleed air for air conditioning sys-
tem. Normal operating position.
RH Right flow control shutoff valve open and left flow
control shutoff valve closed. Right engine supplies
bleed air for air conditioning system.
EMER Emergency pressurization valve open and left and
right flow control shutoff valves closed. All bleed air
routed into cabin for emergency pressurization.
This position will only activate the Emer Press valve in
the air.

Table 4C-1; PRESS SOURCE Switch Selection

Citation Excel Developed for training purposes 4C-5

April 2002
CAE SimuFlite

Air Conditioning
The Environmental Control Unit (ECU) utilizes bleed air from the
engines or the APU to provide cool pressurized air to the cockpit
and cabin air distribution system. The ECU exhaust duct provides
warm air for the autopilot servo anti-ice system. The ECU is locat-
ed in the tailcone. The ECU is plumbed so bleed air from left or
right engine or APU can supply ECU for ground or flight operations.
With both engines operating and the PRESS SOURCE selector
in the NORM position, the left and right flow control shutoff valves
open. Engine bleed air then flows from each engine to the air
conditioning system.
Hot bleed air flows first through each engine pylon-mounted pre-
cooler and then enters a tee. One branch flows through the
ozone converter and to the Bi-level Flow Control Valve (BFCV)
for the associated engine before entering the ECU bleed sup-
ply cluster. Here the APU bleed air (A/C equipped with APU)
enters the supply system for the ECU. A line branches just
before entry into the ECU to supply a bypass line. This is a hot
air supply to prevent icing of the water separator and is not used
to control cabin temperature. The temperature of the air exiting
the water separator is regulated at approximately 43°F (6°C).
Bleed air enters the primary heat exchanger of the ECU and is
further cooled before flowing to the compressor. The compres-
sor squeezes the bleed air and it is heated adiabatically.
If the temperature of the compressor discharge reaches 420°F
(216°C) an overtemperature switch signals a pressure logic mod-
ule to shut off the two flow control valves, shutting off engine
bleed air to the ECU, and, if airborne, will turn on emergency
pressurization.
This compressor discharge air passes through another heat
exchanger and looses a significant amount of its heat before enter-
ing the ECU turbine. In the turbine, the air rapidly expands and
cools as it drives the turbine. At the opposite end of the turbine
shaft is a fan, which draws air over the two heat exchangers and
blows it overboard through a grille on the right, rear fuselage.
4C-6 Developed for training purposes Citation Excel
April 2002
 Environmental Systems

At this point, the conditioned air is at its coldest and contains a

high quantity of moisture. The air flows through a centrifugal
water separator, where the moisture is removed and sprayed
over the heat exchanger to aid in cooling.
The above-mentioned bypass valve opens to allow a mix of
hot air and conditioned air to prevent the water separator from
cooling below 6°C (43°F) and icing over. Should this occur, a
relief valve will open and prevent a rupture of the conditioned-
air system.
The conditioned air moves forward and splits into four separate
paths; two upper ducts which feed the overhead (WEMAC)
ducts, and two lower ducts which have diffusers and use bleed
air to regulate the temperature of the air in the two zones - cabin
and cockpit.
The overhead (WEMAC) system receives only cool, conditioned
air and is connected at its rearmost section to the rear evapora-
tor fan outlet in aircraft with vapor-cycle systems. The lower
(heated) tubes divide into left (cabin) and right (cockpit) temper-
ature zones.

Temperature Control
On the tilt panel are two temperature control selectors that func-
tion to select temperature in each of the two zones, cabin and
cockpit. In the upper half of their respective arcs, they will select
zone temperature between 65°F and 85°F.
A zone temperature sensor in each area (overhead, in a pas-
senger service unit of the cabin zone, and in the copilot’s side
panel of the cockpit zone) sends a signal to the temperature con-
troller and compares the selected temperature with the sensed
temperature and signals the bleed air valve to introduce more or
less hot air to the diffuser of that zone.
The display selector has six positions; three for each zone. In
the CKPT or CAB position, the present temperature is displayed
for the zone. In the SEL position, the temperature selected is dis-

Citation Excel Developed for training purposes 4C-7

April 2002
CAE SimuFlite

played. In the SUPPLY position, the temperature of the air in the

supply duct, just downstream of the pressure vessel check valve
is measured and displayed.
If either temp selector is placed in the lower-half (manual) mode,
temperature will not regulate automatically for that zone. The
bleed air regulating valve will respond directly to the position of
the selector knob. If the knob is placed in the manual, full-hot
position, the temperature regulating valve for that zone will run
fully open. If full manual cold is selected, the valve will close and
the zone will receive only conditioned air.
If manual temperature is being used and the display selector is
placed in the SEL position for that zone, dashes will appear in
the display window.

Vapor-Cycle System
All aircraft not equipped with an APU are equipped with a vapor-
cycle (although referred to as freon system, R-134A is not tech-
nically freon) system for cooling of the cabin without the use of
bleed air.
The system is comprised of an electric compressor, located in
the tailcone, aft of the baggage compartment, and vapor/liquid
lines connected to two evaporators in the passenger compart-
ment. The forward evaporator is located in the forward end of
the dropped aisle and the aft evaporator is located in the aft van-
ity area, just forward of the aft pressure bulkhead. A fan at each
evaporator drives cabin air over the evaporator. The forward
evaporator puts air into a floor duct, with outlets that force air for-
ward and aft from a grill in the floor, just forward of the front of
the dropped aisle. The rear evaporator fan forces cool air into
the overhead (WEMAC) system.
Control of the vapor-cycle system is through a switch on the copi-
lot’s lower panel. A five-position switch controls the forward and
rear fans and the compressor. The left side of the switch is
labeled A/C with LO and HI positions, indicating the speed select-

4C-8 Developed for training purposes Citation Excel

April 2002
 Environmental Systems

ed for both forward and rear evaporator fans. The light above the
switch indicates the compressor is operating. The two right posi-
tions are labeled WEMAC BOOST and indicate the selected fan
speed of the rear evaporator fan. The forward fan will not run in
the two right positions.
On the ground, the vapor-cycle unit may be run with either
ground power or by operation of either engine. In flight, both gen-
erators must be operating to run the compressor. A barometric
switch senses flight altitude and will shut down the compressor
above 18,000 ft.

Pressurization
Engine bleed air is used as the source of high pressure air to pro-
vide cabin pressurization. During normal operations, the bleed air
passes through the ECU for cooling before entering the cabin.
Two elements are required to provide cabin pressurization. One
is a constant source of air. The other is a method of controlling
the flow of air out of the airplane to achieve the desired differ-
ential pressure and resultant cabin altitude. The inflow of air to
the cabin is constant (through a wide range of engine power set-
tings) and the outflow of air is controlled by two outflow valves
located in the aft pressure bulkhead.

Normal Operation
There are three modes of operation: ground/taxi, pre-pressur-
ization, and flight. In the ground/taxi mode, with the airplane on
the ground and either engine operating below 85% N2 RPM, both
outflow valves are kept fully open. In the pre-pressurization mode
when both engines are set to greater than 85% N2 RPM, both
outflow valves will slowly close to bring the cabin altitude to a dif-
ferential pressure of 200 feet below the field pressure altitude
during the takeoff roll. At liftoff the squat switch will put the air-
plane pressurization system into the flight mode. In flight mode,
the cabin is pressurized by a constant flow of temperature- con-
trolled air.

Citation Excel Developed for training purposes 4C-9

April 2002
CAE SimuFlite

The cabin pressure altitude is maintained by controlling the exhaust

airflow rate out of the cabin into the unpressurized tailcone. The
cabin exhaust airflow rate is controlled by the position of the mod-
ulating diaphragm in the primary and secondary outflow valves.
The diaphragm is positioned by varying the pressure in the control
chamber behind the diaphragm. The primary and secondary out-
flow valve control chambers are connected together by a tube and
a flow limiting orifice in each outflow valve.
The primary and secondary outflow valves are identical to each
other with the exception that the primary valve also has the vac-
uum ejector, and the cabin altitude climb and dive solenoids
mounted on it. These units can function through the secondary
outflow valve, if necessary, through connecting ports between
the two valves. The primary outflow valve has two (2) normally
closed solenoids which allow air to enter into and out of the valve
control chambers. When the cabin dive solenoid is energized
open, 23 PSI air from the service air feed is allowed to pressur-
ize both control chambers and drive both valves toward closed.
When the cabin climb solenoid is energized, air pressure is
pulled out from both valve control chambers by the vacuum ejec-
tor mounted onto the primary outflow valve, driving both valves
toward open. This ejector uses 23 PSI service air to create a vac-
uum. The solenoid airflow is orificed so it cannot overpower the
maximum altitude limit valve, the maximum P-valve or the
PRESS SYSTEM SELECT-MANUAL pressurization control
valve, which is located on the cockpit tilt panel.
The solenoids receive short 28 volt direct current (VDC) electri-
cal surges from the controller which cause the solenoids to
momentarily pop open and generate gradual pressure changes
in the control chambers. Audible clicks are produced when the
solenoids pop open and may be heard when engines are off. The
system is designed to respond rapidly to minor cabin pressure
variations and correct them before passengers and crew expe-
rience any discomfort.

4C-10 Developed for training purposes Citation Excel

April 2002
 Environmental Systems

When the PRESS SYSTEM SELECT- MANUAL/AUTO switch is

set to AUTO, the pilot selects the landing field altitude prior to
flight. In flight, the controller continually generates an “auto-
schedule” based upon departure field elevation, maximum alti-
tude achieved in current flight (per air data sensor) and opera-
tor input landing field altitude. The controller defines the pres-
sure rate of change and the cabin altitude based on the auto-
schedule and the air data sensor indicated altitude.
The controller dispatches 28 VDC surges through the primary out-
flow valve solenoids to obtain a specific cabin pressure response.
The auto-schedule will have the cabin completely depressurized
by 1,500 feet above the set landing altitude, ±200 feet (±61 m), dur-
ing landing.
In the event that control vacuum should exceed limits due to a
malfunction, the cabin attitude limit valves are provided to pre-
vent cabin altitude from exceeding 13,000 feet, ±1,500 feet. If the
control vacuum exceeds the barometric reference in the cabin
altitude limit valve, it will open and release cabin air into the out-
flow valve control chamber. This will cause the outflow valves to
move toward the closed position and re-establish cabin pressure.
The maximum differential pressure valve on each outflow
valve has an independent pressure relief function which
constantly compares cabin pressure to the outside ambient
pressure. If it senses a differential pressure of 9.7 psi, ± 0.1
psi it will vent outflow valve control chamber air to the out-
side air, allowing the outflow valve to open and prevent
excessive cabin pressurization.

Pressurization Source
The pressurization source selector switch is a six position switch
labeled OFF, LH, NORMAL, RH and EMER. In the OFF position,
both bleed air control valves are closed allowing no bleed air to
enter the cabin. In the LH position, the left flow control valve will
open, allowing the left engine conditioned bleed air to enter the
cabin. In the RH position, the right flow control valve will open,

Citation Excel Developed for training purposes 4C-11

August 2003
CAE SimuFlite

allowing right engine conditioned bleed air to enter the cabin. In

the NORMAL position, the left and right flow control valves will
open, allowing both left and right conditioned bleed air to enter
the cabin. In the EMER position, the emergency pressurization
valve opens in flight only, allowing hot bleed air from the left
engine to enter the cabin directly and causing the EMER
PRESS annunciator light to illuminate. The ECU is bypassed
with emergency pressurization selected, cabin temperature will
rise, and AUTOMATIC or MANUAL temperature control will be
disabled. Cabin temperature can be controlled to some extent
with the left throttle. Retarding the left throttle will lower bleed
air temperature, but excessive reduction will allow the cabin
altitude to climb.

Pressurization Control
The pressurization controller is comprised of two digital windows
marked SET ALT and RATE, an FL button, an EXER button and a
SET ALT knob. The controller is normally operated in the AUTO
mode, which is selected by positioning the MANUAL/AUTO switch
on the pressurization-environmental control panel to AUTO. In
AUTO mode, the operator normally selects the landing field pres-
sure altitude before takeoff by setting the information into the upper
window with the SET ALT knob. Then, in flight the controller will
continuously generate an auto-schedule based on the departure
field elevation, the maximum altitude in flight sensed by the micro
air data computer, and any later operator changes of the landing
field pressure altitude. The controller determines the pressure rate
of change and the cabin pressure altitude based on the auto-
schedule and the air data sensor indicated altitude. The auto-
schedule will have the cabin depressurized by an altitude of 1500
feet, ± 200 feet, above the set destination field elevation before
landing. Cabin rate-of-change is an automatic function of the sys-
tem and is not directly selectable.
If the air data sensor information is interrupted, or other system fail-
ure should cause the AUTO mode to fail, the controller will switch
the system to isobaric mode of control. A yellow warning indicator

4C-12 Developed for training purposes Citation Excel

April 2002
 Environmental Systems

on the display face will illuminate to advise of the change. The land-
ing field altitude on the controller display will switch to the current
flight level, allowing the operator to set the desired airplane cruis-
ing flight level in order to continue automatic control of the cabin
pressure rate of change and the cabin altitude. A near maximum
cabin differential pressure will be maintained.
In isobaric control the operator may recall the selected landing
field altitude by pressing the FL (flight level) button on the con-
troller, and the selected flight level on the controller display will
be replaced by landing field altitude annunciated as CA (cabin
altitude). Further pushes of the FL button will cycle the display
between flight level (FL) and cabin altitude (CA). Cabin altitude
function can be selected to set cabin altitude prior to landing. If
air data sensor information is restored the controller will auto-
matically switch back to AUTO mode and the yellow warning indi-
cation will be extinguished.
Neither AUTO nor ISOBARIC modes are available in case of DC
electrical power failure since the controller does not receive
power from the emergency bus. The manual control system func-
tions without electrical power and is used to directly control the
outflow valves in case of electrical failure or failure of the auto-
matic controller.
The EXER button on the face of the controller provides two sets
of built-in test features - a ground test function and built in main-
tenance tests. The test is initiated by pressing the EXER button
and holding it for approximately two minutes. If the engines are
running the cabin will gradually pressurize to 200 feet below field
elevation. Releasing the button terminates the test, conducts a
display test, and gradually depressurizes the cabin.
The maintenance tests are initiated by pressing a hidden button
between the FL and EXER buttons. It requires a slender tool for
depression. The airplane must be on the ground to enable the
maintenance mode and once in the mode a yellow warning indi-
cator on the display will continually flash.

Citation Excel Developed for training purposes 4C-13

April 2002
CAE SimuFlite

High Altitude Mode

The cabin altitude controller enters high altitude mode whenev-
er a landing field elevation is selected above 9,500 ft and the air-
plane is between 9,500 ft and 24,900 ft. This mode allows for a
different pressurization schedule when operating into or out of
airports above 9,500 ft elevation. It is designed to prevent nuis-
sance high cabin altitude annunciations and passenger oxygen
masks deployment.
The system minimizes the time the cabin spends above 8,000 ft
cabin altitude by allowing a faster pressurization or depressur-
ization rate (up to 2,500 ft/min). In high altitude mode, the cabin
HI ALT annunciator is reset to trip at 14,500 ±500 feet cabin alti-
tude, and the passenger oxygen masks will not deploy until
14,500 ft.

Emergency Dump
The cabin dump switch, located on pressurization-environmen-
tal control panel, may be actuated to reduce cabin pressure.
Lifting the guard and moving the EMER DUMP switch disables
the electrical controls, activating the primary outflow climb sole-
noid to pull air out of both outflow valve control chambers and
dumping cabin pressure to the limits of the cabin altitude limit
valves. Complete cabin depressurization will be prevented above
an altitude of 14,500 feet.
In the event of a vacuum system failure, the emergency dump
valve will be inoperative and cabin pressure will go to maximum
differential since vacuum is not available to open the outflow
valves. In this case, select pressurization source to MANUAL and
control the cabin altitude with the MANUAL UP/DOWN switch.

4C-14 Developed for training purposes Citation Excel

April 2002
 Environmental Systems

Bleed Air System

Power Source HP bleed air from either/both engine(s)
Distribution Environmental Control Unit (ECU)
Door seal
Engine anti-ice system
Engine fuel controller
Left engine to cabin (EMER position)
Pressurization controller
Wing anti-ice system
Tail pneumatic deice boots
Control Engine bleed flow control S.O. valves
Bleed air pressure regulator
ENGINE ANTI-ICE switches
Lower aft door latch pin
PRESS SOURCE selector
TAIL DEICE switch/ejectors
Monitor Annunciators
EMERG PRESS
ENG ANTI-ICE FAIL LH/RH
TAIL DEICE
Protection Circuit breakers
Fail safe valves
Sensors

Citation Excel Developed for training purposes 4C-15

April 2002
CAE SimuFlite

Air Conditioning System

Power Source Environmental Control Unit (ECU)
Electric Compressor Motors (Vapor-Cycle
System)
Distribution Overhead duct (WEMAC)
Under-floor ducts (cabin and cockpit zones)
Armrest Ducts
Control PRESS SOURCE selector
Auto temp rheostat
Switches
COCKPIT RECIRC fan
A/C fan (Vapor-Cycle)(WEMAC boost)
COCKPIT/CABIN TEMP selectors
TEMPERATURE DISPLAY SELECTOR
Monitor CABIN TEMP indicator
Annunciators
AIR DUCT O’HEAT
ACM O’HEAT
EMERG PRESS
COMPRESSOR LIGHT (Vapor-Cycle
System)
Protection Circuit breakers
18,000 ft. Compressor Switch (Vapor-Cycle
System)

4C-16 Developed for training purposes Citation Excel

August 2003
 Environmental Systems

Pressurization System
Power Source Regulated bleed (service) air
Emergency pressurization from left engine
Bleed air from either/both engine (s)
Bleed air from APU (if equipped)
Distribution Emergency pressurization duct
Under-floor ducts
Armrest ducts
Control Aircraft pressurization controller
Control power (28V DC)
Landing gear squat switch (left)
Outflow valves
PRESS SOURCE rotary selector
Throttles
Monitor Annunciators
CAB ALT
EMERG PRESS
CABIN ALT/DIFF PRESS indicator
Protection Cabin altitude limit valves
Circuit breakers
Emergency dump valve
Oxygen system
Passenger oxygen system baro-senso
10,000 ft cabin sensor
Maximum differential valves

Citation Excel Developed for training purposes 4C-17

August 2003
CAE SimuFlite

4C-18 Developed for training purposes Citation Excel

April 2002
CECRH_FR_4d.qxd 10/9/03 3:40 PM Page 1

Fire Protection
Fire Protection System
LH T/R RH T/R
RH BUS ISOLATION ISOLATION LH BUS
VALVE VALVE

LH RH
ENGINE ENGINE
FIRE FIRE

BOTTLE 1 BOTTLE 2
ARMED ARMED
PUSH PUSH

GEN GEN
FIELD LH HYD LH FUEL RH FUEL RH HYD FIELD
F/W
RELAY F/W SOV F/W SOV SHUT OFF F/W SOV F/W SOV RELAY

L R
REAR PRESSURE
BULKHEAD
FIRE
DET SYS

L R

FIRE DETECTION
CONTROL UNITS

BOTTLE 1

RUDDER
BIAS

FIRE EXT
BOTL LOW

FIRE FIRE
DETECTION DETECTION
LOOP LOOP
BOTTLE 2

PRESSURE THERMAL
SENSOR RELIEF/REFILL

FIRE BOTTLES
NORMAL 86 CU. IN. CBrF3
PRESSURIZED TO 600 ± 75
PSI AT 70˚F

HALON 1301
FIRE LOOP

Citation Excel Developed for training purposes 4D-1

August 2003
CECRH_FR_4d.qxd 4/1/02 2:47 PM Page 2

CAE SimuFlite

4D-2 Developed for training purposes Citation Excel

April 2002
 Fire Protection

Fire Detection
The closed-loop engine fire detection system consists of a
detector control unit connected to a flexible, stainless steel sen-
sor tube that wraps around the engine combustion and acces-
sory sections. The sensor tube contains a 28V DC energized
wire centered in a semiconductor material. At normal operating
temperatures, the material’s resistance is high and current does
not flow from the center wire to the outer casing.
As temperature increases, the material’s resistance decreases
until current flowing from the center wire to the outer casing ener-
gizes the detector control unit fire relay. The relay closes and the
associated ENGINE FIRE warning light illuminates.
Lifting the plastic guard and then pressing the illuminated
ENGINE FIRE warning light closes the fuel and hydraulic sys-
tem shutoff valves, de-energizes the generator field relay and
the thrust reversers isolation valve, and arms the fire extin-
guishing system (BOTTLE ARMED PUSH switchlight).
Lights function and continuity of the sensor and detector control
units are checked by placing the rotary TEST selector switch in
the FIRE WARN position and observing the illumination of both
ENGINE FIRE LH/RH warning lights. The FIRE EXT BOTL LOW
annunciator will illuminate should the content of the fire bottles
fall below 500 PSIG (±30 PSIG) at 70°F (21°C) or discharge due
to overpressurization or use.

Citation Excel Developed for training purposes 4D-3

April 2002
CAE SimuFlite

Fire Extinguishing
Two dual-head single-shot fire extinguisher bottles located in the
tailcone contain CF3Br (bromotrifluoromethane) Halon 1301
pressurized to 600 ±75 PSI at 70°F (21°C) with dry nitrogen.
Normal bottle capacity is 86 cubic inches. Each bottle also has
a pressure sender and combination fill and pressure release
valve. Abnormally high temperatures (approximately 210°F,
99°C) in the tailcone melt the pressure release valve’s fusible
check valve to release bottle contents into the tailcone. Fire extin-
guishing discharge controls provide the means to select and dis-
charge from either fire extinguisher container to either engine
compartment.
Pressing the illuminated ENGINE FIRE warning light arms the
fire extinguishing system and illuminates the BOTTLE 1/2
ARMED PUSH switchlights. Pressing an illuminated BOTTLE
1/2 ARMED PUSH switchlight supplies 28V DC to fire the select-
ed bottle’s explosive cartridge for the affected engine.
Pressurized nitrogen then carries the fire extinguishing agent
from the bottle through distribution lines to the engine nacelle.
When pressed, the respective BOTTLE 1/2 ARMED PUSH
switchlight extinguishes.
If the ENGINE FIRE light remains illuminated after 30 seconds
and completion of the fire checklist, pressing the other BOTTLE
ARMED PUSH switchlight discharges the remaining bottle into
the same engine nacelle.

4D-4 Developed for training purposes Citation Excel

April 2002
 Fire Protection

APU Fire Detection/Extinguishing

APU Fire Detection
The Auxiliary Power Unit (APU) fire detection system notifies the
crew of an overheat condition within the titanium and stainless
steel APU powerplant enclosure. Components of the system
include the detector assembly and the fire warning switchlight.
The fire detector assembly consists of a stainless steel integral
sensor element and a responder unit, which is electrically con-
nected to the APU and provides electrical signals to the APU
FIRE switchlight. The center core is charged with, and retains,
a fixed volume of inert gas. An increase in temperature on any
area of the sensor element causes the inert gas to expand, actu-
ating a switch in the responder unit. The guarded APU FIRE
switchlight on the copilot’s instrument panel illuminates when an
overheat condition is sensed.

APU Fire Extinguishing

During overheat conditions, a cartridge-operated, single-outlet
cylinder fire extinguisher bottle mounted below the firewall fair-
ing can dispense an extinguishing agent into the APU enclosure
via a single deployment tube. The cylinder contains one pound
of Halon 1301 pressurized by dry nitrogen at 600 PSIG (+25, -0
PSIG). The fire bottle has a thermal relief valve that ruptures if
internal bottle temperature exceeds between 205°F to 226°F
(96.1°C to 108.0°C) at a pressure of between 1,520 and 1,710
PSI. A discharge outlet on the bottom of the fire bottle contains
a pyrotechnic device that is fired by pressing the APU FIRE
switchlight, which sends a 28V DC signal to the pyrotechnic
device. The fire bottle will discharge eight seconds after receiv-
ing a signal from the fire detection loop. Exercise caution when
removing/handling the pyrotechnic device; an inadvertent deto-
nation can cause personal injury.

Citation Excel Developed for training purposes 4D-5

April 2002
CAE SimuFlite

Portable Fire Extinguishers

Two portable fire extinguishers are mounted in red quick release
brackets: one under the copilot’s seat for easy access by the
crew in flight, and a second extinguisher in the passenger com-
partment (location varies with installed options). Each portable
fire extinguisher is rated for Class B and C fires and contains a
Halon 1211 extinguishing agent.

4D-6 Developed for training purposes Citation Excel

April 2002
 Fire Protection

Fire Protection System

Power Source LH Bus

RH Bus
Distribution Each bottle discharges to either engine, as
selected by the ENGINE FIRE switchlight
APU fire extinguishing system (if installed)
discharges to the APU fire containment box
by selecting the APU FIRE switchlight or
automatically
Control LH/RH ENGINE FIRE switchlights
BOTTLE 1/2 ARMED PUSH switchlights
Rotary TEST switch – FIRE WARN
APU FIRE switchlight (if installed)
Monitor LH/RH ENGINE FIRE switchlights
L/R F/W SHUTOFF annunicators
L/R FIRE DET SYS annunciator
FIRE EXT BOTL LOW annunciator
APU FIRE switchlight (if installed)
MASTER CAUTION/WARNING RESET
lights
APU ECU (Tests APU fire bottle charge.)
Protection Overtemperature/overpressure relief valve on
each fire bottle
APU pressure switch (if installed)
Circuit breakers
Miscellaneous Two 86-cubic inch fire bottles (Halon 1301) in
the tailcone area
One 1 lb. fire bottle forward of the APU con-
tainment box.
Two Halon Type 1211 portable fire extin-
guishers, one in the cockpit and one in the
passenger compartment

Citation Excel Developed for training purposes 4D-7

August 2003
CAE SimuFlite

4D-8 Developed for training purposes Citation Excel

April 2002
CECRH_FC_4e.qxd 4/1/02 3:33 PM Page 1

Flight Controls
Flaps System
FLAPS EXTENDING

FLAP EXTENDING FLAP EXTENDING

RETURN

HYDRAULIC
CONTROL

FLAP FLAP
RETRACT EXTEND
SOLENOID SOLENOID

FLAPS RETRACTING

PRESSURE
FLAP RETRACTING FLAP RETRACTING

PRESSURE
RETURN

RETURN

HYDRAULIC
CONTROL

FLAP FLAP
RETRACT EXTEND
SOLENOID SOLENOID

PRESSURE

Citation Excel Developed for training purposes 4E-1

April 2002
CECRH_FC_4e.qxd 4/1/02 3:33 PM Page 2

CAE SimuFlite

Speedbrakes System

LH ACTUATOR (EXTENDED) RH ACTUATOR (EXTENDED)

LH ACTUATOR (RETRACTED) RH ACTUATOR (RETRACTED)

SPEED
BRAKE

RETURN
LH MAIN BUS EXT PRESSURE

DOWN LIMIT
UP LIMIT SW SWITCH
5
EXTEND RETRACT
SOLENOID SOLENOID
VALVE VALVE
RETRACTED
EXTENDED

THERMAL
RELIEF
VALVE

SAFETY VALVE

INLET PRESSURE
HYDRAULIC
BYPASS
VALVE

RETRACT
(TYPICAL) POWER LEVER
SWITCHES
INLET PRESSURE
ABOVE 85% N2
RETURN FLOW EXTEND

PRESSURE HOLDING
RELAY LH RH

(IN TAILCONE)

4E-2 Developed for training purposes Citation Excel

April 2002
 Flight Controls

Primary Flight Controls

The mechanically controlled primary flight controls include the
ailerons, elevators, and rudder. Pilot or autopilot inputs to the pri-
mary flight controls command the aircraft through the roll, pitch,
and yaw axes.

Ailerons
The aileron and aileron trim tab system provide lateral control of
the airplane. Movement of either control wheel left or right from
neutral transmits control inputs by cables to the aileron sector
assembly. The aileron sector assembly, in turn, moves the
ailerons through cables and aileron actuator assemblies. The
aileron on one wing will move up at the same time the aileron on
the opposite wing moves down.
Total aileron travel, stop to stop, is 19 ±1° up and 15 ±1° down.

Aileron Trim
Rotating the aileron trim knob on the trim control assembly left
or right from the neutral position mechanically positions the left
aileron trim tab via cables connected to the tab’s actuator. The
trim tab installed on the trailing edge of the left aileron has move-
ment 20 ±2° up or down from neutral.

Elevators
The elevators and elevator trim tab system provide longitudinal
control of the airplane. Moving either control column forward or aft
from neutral operates cables connected to the elevator bellcrank.
Movement of the bellcrank operates the elevators. Total elevator
movement, stop to stop is 19° +1 or -0° up and 15° ±1° down.

Manual Pitch Trim

Rotating the elevator trim wheel forward or aft mechanically dri-
ves the elevator trim tabs located on both elevators, through
cables connected to the trim tab actuators. Total trim tab move-
ment, stop to stop is 5° ±1 up and 15° ±1 down. The manual
elevator trim wheel overrides the electric pitch trim system.

Citation Excel Developed for training purposes 4E-3

November 2004
CAE SimuFlite

Electric Pitch Trim System

Pressing the pitch trim switch(es) on the left side of the pilot’s
control wheel and on the right side of the copilot’s control wheel
controls an electric motor which permits actuation of the eleva-
tor trim tabs up or down. Operation of the pilot’s pitch trim switch
overrides the copilot’s switch. If the electric trim malfunctions, it
can be overridden by the manual trim system.

A/P Trim Disconnect

The AP/TRIM DISC switch on the pilot’s and copilot’s yoke elec-
trically disables the electric trim if a malfunction in electric trim
should occur. Pulling the 5 amp PITCH TRIM CB on the left cir-
cuit breaker panel removes power from the electric trim motor.

Two Position Stabilizer

The two-position stabilizer provides a takeoff/landing setting
(nose down 2 degrees) or a cruise setting (nose up 1 degree).
Cycle time for the stabilizer to move from one position to the
other is approximately 25 seconds.
With the flap handle in the 0 degree position, the leading edge
of the horizontal stabilizer assumes a 1 degree nose up position.
When the flap handle is moved out of the 0 degree position, the
leading edge of the horizontal stabilizer will move to a 2 degree
nose down position. The nose position will remain as long as the
flap handle is out of the 0 degree position. After takeoff, when
the flap handle is moved to the 0 degree position the horizontal
stabilizer then moves to a 1 degree nose up (cruise) position.

NOTE: A pneumatic switch (in the standby pitot line) pre-

vents inadvertent movement of the actuator anytime that air-
speed is greater than 205 KIAS (the system is armed when
airspeed is below 215 knots +10/-10) regardless of the flap
handle position.

4E-4 Developed for training purposes Citation Excel

November 2004
 Flight Controls

With accomplishment of SB 560XL-31-02, when flaps are select-

ed to extend (beyond 0°) at airspeeds above published limita-
tions, the STAB MISCOMP annunciator will illuminate to alert the
crew that the horizontal stabilizer is not in the commanded posi-
tion (T.O. and Land) at airspeeds above 215 ±10 knots, and will
not move until the airspeed is below 215 ±10 knots.
Annunciator lights on the panel will alert the flight crew of incor-
rect horizontal stabilizer position. A STABMIS COMP light with
the MASTER CAUTION warning light will illuminate if flaps have
been selected up and the stabilizer does not go to the up posi-
tion within 30 seconds. A STAB MIS COMP light will illuminate if
the flaps are selected down and the stabilizer does not move to
the down position within 30 seconds.
A NO TAKEOFF annunciator light will illuminate if the aircraft is
on the ground and the horizontal stabilizer is not at the 2 degree
DOWN position.

Rudder
The rudder moves left or right 22° +1 or -0° (28.5° in aircraft
equipped with rudder bias) from neutral in response to rudder
pedal inputs to provide yaw control. Movement of the rudder ped-
als moves the rudder through cables and a bellcrank.

Rudder Trim
Rotating the rudder trim tab control wheel on the control
pedestal left or right from neutral mechanically positions the
servo-type rudder trim tab to reduce pedal forces. The trim tab
will deflect 11.5° ±1° left and right. An indicator shows trim tab
position NOSE L or NOSE R from neutral. The rudder trim tab
also functions as a servo tab to boost the rudder when displaced
from the neutral position. For each degree of rudder deflection,
the rudder trim tab will deflect one-half degree in the opposite
direction of rudder deflection.

Citation Excel Developed for training purposes 4E-5

November 2004
CAE SimuFlite

Control Lock
With ailerons, elevator, and rudder in the neutral position and
throttles in the OFF position, pulling the CONTROL LOCK T-han-
dle out locks the flight controls and throttles. With the control lock
engaged, maximum nosewheel turning angle is 60°.
Rotating the CONTROL LOCK T-handle 45 degrees clockwise
and then pushing it in releases the control lock.

Secondary Flight Controls

Secondary flight controls include electrically controlled, hydrauli-
cally operated, flaps and speedbrakes.

Flaps
At the heart of all Excel hydraulically-actuated systems is an
electrically-activated, hydraulic control valve which requires
electrical power to the appropriate pilot solenoid valve, and
hydraulic pressure to move the control (or spool) valve to route
hydraulic pressure. Without both electrical and hydraulic, these
valves will stay centered and keep the system in hydraulic lock.
The flaps are electrically controlled and hydraulically operat-
ed with a 0 to 35° range of travel. The FLAP handle has
detents at the UP (0°), TO (7°), TO & APPR (15°), and LAND
(35°) positions.
Moving the FLAP handle to extend or retract the flaps actuates
a down or up microswitch. The appropriate switch closes and
28V DC power flows to the hydraulic system bypass valve and
the flap pilot solenoid valve. Hydraulic pressure builds to 1,500
PSI, and the flap control valve is shifted by hydraulic pressure
to direct hydraulic pressure to the appropriate side of the flap
actuators. Under pressure the flap actuators position the flaps
through a bellcrank system. Pushrods transmit bellcrank move-
ment to the remaining flap bellcranks.

4E-6 Developed for training purposes Citation Excel

April 2002
 Flight Controls

When flaps reach the position selected with the FLAP handle, a
preselect cable assembly connected to the flap indicator deac-
tuates the respective up or down switch. Then the flap solenoid
valve closes, the hydraulic system bypass valve opens, and flap
movement stops.
A gear warning horn will sound any time that the flaps are select-
ed to a position beyond 15 degrees (T.O. & APP.) without the
landing gear down and locked. The horn cannot be silenced until
the condition which caused that horn has been removed.
Cables are connected from the left side flap system to the right
side flap system to ensure movement of all flaps in the event of
the failure of one flap actuator.

WARNING: Do not retract flaps above 200 KIAS.

Associated stabilizer movement can cause a significant
nose down pitch upset.

Speedbrakes
Placing the spring-loaded SPEED BRAKE switch in the EXTEND
position energizes a holding relay that supplies 28V DC to ener-
gize the hydraulic system bypass valve and speedbrake control
valve solenoid. The bypass valve closes and hydraulic pressure
builds to 1,500 PSI. When the pilot solenoid valve energizes, it
shifts to route hydraulic pressure to the appropriate end of the
spool valve. This routes pressure to the speedbrake actuators
that extend the speedbrakes. When the speedbrakes reach the
extended position, limit switches actuate to illuminate the SPEED
BRAKE EXTEND annunciator, close the solenoid valve, and
open the bypass valve. When the control valve closes it traps
hydraulic fluid in the actuating system to hold the speedbrakes
in the extended position.
If a total DC electrical failure occurs with the speedbrakes
extended, a safety valve opens to release hydraulic pressure to
allow speedbrake blow down to the trail position.

Citation Excel Developed for training purposes 4E-7

August 2003
CAE SimuFlite

Placing the SPEED BRAKE switch in the RETRACT position de-

energizes the holding relay that supplies 28V DC power to shift
the solenoid valve to the retract position and close the bypass
valve. The hydraulic system pressurizes and hydraulic pressure
is routed by the control valve to the speedbrake actuator retract
ports to retract the speedbrakes. When the speedbrakes start to
retract, the SPEED BRAKE EXTEND annunciator extinguishes.
When the speedbrakes reach a fully retracted position, the
bypass valve opens and the control valve closes to block
hydraulic pressure to the actuators.
With the speedbrakes extended, advancing the throttles above
85% N2 automatically retracts the speedbrakes by releasing the
SPEED BRAKE switch’s holding relay. The holding relay then
releases to the RETRACT position and the speedbrakes retract.
The speedbrakes cannot be manually held in the extended posi-
tion with the SPEED BRAKE switch when the throttles are above
the 85% N2 position.

Stall Warning – Stick Shaker

A stick shaker on the forward side of the pilot’s and co-pilot’s
control columns warn of an impending stall. The stick shaker
uses an electric motor with rotating weights to induce a vibration
feel to the control column. The vibration of the control column is
a warning of an impending stall, occurring approximately 8% to
10% above an actual stall buffet.

4E-8 Developed for training purposes Citation Excel

April 2002
 Flight Controls

Citation Excel Developed for training purposes 4E-9

April 2002
CAE SimuFlite

Primary Flight Controls

Power Source Pitch Trim
LH bus
Control Control wheel
Rudder pedals
Rudder trim control wheel
Manual elevator trim wheel
Aileron trim knob
Switches
PITCH trim
AP control panel
PITCH wheel
TURN knob
AP TRIM disconnect
Monitor Indicators
Aileron trim
Yaw trim
Pitch trim
Stall warning-stick shaker
Protection Control wheel overrides autopilot aileron and
elevator servo
Rudder pedals overrides autopilot rudder
servo
AP/TRIM disconnect switch disconnects the
autopilot and yaw damper.
Electric pitch trim switch disconnects A/P - YD
remains engaged.
GO-AROUND button disconnects A/P - YD
remains engaged.
Manual elevator trim wheel overrides electric
pitch trim
Circuit breakers

NOTE: The pilot’s trim switch interrupts and overrides

copilot’s control wheel trim switch. Yaw damper
engages automatically via autopilot or when YD
ENGAGE switch is pressed.

4E-10 Developed for training purposes Citation Excel

August 2003
 Flight Controls

Secondary Flight Controls

Flaps
Power Source Hydraulic system
LH bus
Control FLAP PRESELECT handle
Flap/trim interconnect
Monitor FLAP position indicator
HYD PRESS annunciator
Trim wheel
Protection Circuit breakers
Limit switches
Gear Warning horn- HORN SILENCE button

Speedbrakes
Power Source LH bus
Hydraulic system (1,500 PSI)
Control SPEED BRAKE switch-EXTEND OR
RETRACT
85% N2 microswitches
Monitor Annunciators
SPD BRK EXTEND
HYD PRESS
Protection Circuit breakers
Safety valve
Thermal relief valve
Auto retract with throttles > 85% N2

NOTE: Speedbrakes retract automatically and cannot be

extended at power settings above 85% N2; speedbrakes
cannot be manually held in the extended position with the
speedbrake switch.

Citation Excel Developed for training purposes 4E-11

April 2002
CAE SimuFlite

Secondary Flight Controls (continued)

Stall Warning – Stick Shaker
Power Source LH bus
Control Rotary TEST switch
STICK SHAKER
Left main gear squat switch
Monitor Stall warning
Stick Shaker

Protection Circuit breaker

4E-12 Developed for training purposes Citation Excel

April 2002
CEX CRH Dbl FO Pages 10/9/03 3:53 PM Page 21

Fuel System
Fuel System TO APU

TRANS PUMPS

APU
SOV
MANUA BOOST BOOST MANUA
SHUTOFF SHUTOFF
VALVE VALVE
LEFT RIGHT
WING WING
FUEL TANK PRI EJECT TANK FUEL
PROBES (7) PUMP PROBES (7)
(503 (503
GALLONS) BOOST PUMP GALLONS)

X-FEED VLV X-FEED LINE

LO FUEL
LEVEL
LOW LEVEL FLOAT SW (360 LBS) LO FUEL
L R LEVEL
TEMPERATURE COMPENSATOR
L R

FUEL
XFEED

FW S.O. VLV RH BUS LH BUS

LH RH
ENGINE ENGINE
FIRE FIRE FUEL BOOST
MOTIVE FLOW S.O. VLV
LO ON R
FUEL O
PRESS F
PRESS SW F
L R
NORM

FUEL
MOTIVE FLOW VLV FLTR BP
FILTER
L R

L R PPH FUEL
ENG PUMP & FCU FUEL FLOW FUEL BOOST
TANK OFF TANK
PRIMARY EJECTOR OR L R
BOOST PUMP FLOW
4000
FLOW TRANSFER EJECTOR FLOW
F F
L R U U ENGINE-DRIVEN PUMP
ENG ENG FUEL / OIL HEAT E 3000
E MOTIVE FLOW
EXCHANGER L L
Q 2000 Q ENGINE-DRIVEN PUMP
FLOW DIV T T HIGH PRESS FLOW
Y Y
1000 EPA RETURN
AUTOMATIC S.O.V. L R
LH ENGINE 0
RH ENGINE
LBS

Citation Excel Developed for training purposes 4F-1

August 2003
CEX CRH Dbl FO Pages 4/3/02 8:59 AM Page 22

CAE SimuFlite

4F-2 Developed for training purposes Citation Excel

April 2002
 Fuel System

Fuel Storage
The fuel system is functionally divided into two separate tanks by
a fuel rib in the center of the wing. The fuel tank in each wing
includes all the wing area between the forward and aft spars, from
the center point of the wing outboard to the wing tip, with neces-
sary deviations in the wheel well area. Lightening holes and
stringer cutouts permit movement of the fuel within the wings.
The fuel storage system consists of one integral wet-wing fuel
tank in each wing and a fuel vent system that maintains a posi-
tive internal tank pressure within the structural limitations of the
wing. The vent system also provides an escape for fuel and
vapor when a temperature rise causes fuel to expand in the tank.
Thirteen flapper-type check valves are in four different wing rib
assemblies and in the wing sump areas to restrict fuel flow to
prevent sudden weight and balance shifts during maneuvers and
to form a reservoir of fuel around the pumps. Five drain valves
in the lower surface of each wing permit the draining of sediment,
moisture, and/or residual fuel from the tanks.
Each tank holds 503 U.S. gallons of usable fuel for a total capac-
ity of 1,006 U.S. gallons (approximately 6,790 pounds).
Each tank’s venting system consists of an underwing air scoop,
float valve, surge tank, check valves, a vent line (that extends
from the surge tank to the forward area of the center wing sec-
tion), relief valve, and transfer tubes. During maneuvering, the
float valve closes to prevent fuel loss and the check valves open
to vent the tank. The vent surge tanks capture fuel vented dur-
ing fuel expansion. After the fuel tank level drops, fuel siphons
from the surge tank back into the wing tank.
An internal sump area, or engine feed hopper, in each wing
tank’s inboard section contains an electric boost pump, primary
ejector pump, and five check valves. Each wing tank also has
three transfer ejector pumps that move fuel from the main tank
area into the sump area.

Citation Excel Developed for training purposes 4F-3

April 2002
CAE SimuFlite

Fuel Indicating
Seven capacitance type fuel probes and one temperature com-
pensator in each wing tank supply fuel information to a signal
conditioner that drives the vertical tape FUEL QTY displays of
the fuel flow/fuel quantity indicator. The vertical tape displays
show tank quantity from 0 to 4,000 lbs.
The upper portion of the indicator has two digital displays that
show engine FUEL FLOW from 0 to 1990 lbs per hr.
The system operates on 28V DC from the LH and RH
DC buses.
A float switch in each wing tank illuminates its respective LO
FUEL LEVEL annunciator when fuel quantity drops to 360 lbs.

Fuel Distribution
During engine start after the START button is pressed, the elec-
tric boost pump supplies positive fuel feed to the engine-driven
pump. Fuel flows from the sump area through a check valve,
manual shutoff valve, fuel filter, and firewall shutoff valve. If the
fuel filter begins clogging, a differential pressure switch closes
at 6 to 8 PSI to illuminate the FUEL FLTR BP annunciator. At 9
to 12 PSI, the fuel filter bypass valve opens to route fuel around
the filter.
After the engine starts, the generator control unit (GCU) de-ener-
gizes the electric boost pump. The primary ejector pump then
supplies fuel from the sump area to the engine-driven pump.
With the engine-driven pump operating, the primary ejector
pump receives motive flow fuel through the motive flow valve
and open motive flow shutoff valve.

NOTE: With the boost pump switches in the OFF position,

the boost pumps will not be energized by the start or
crossfeed selection. The switches must be in either the
ON or NORM position to be operational.

4F-4 Developed for training purposes Citation Excel

April 2002
 Fuel System

If fuel pressure in the supply line drops below approximately 5.3

PSIG (+ 0.5, - 0.0 PSIG) with the boost pump in NORM and the
throttle out of cutoff, a pressure switch illuminates the respective
LO FUEL PRESS annunciator. The electric boost pump then
energizes to supply fuel from the sump area to the engine-dri-
ven fuel pump. If the annunciator remains illuminated, then the
electric boost pump is inoperative or off. Check that the fuel
boost pump CB is in and the fuel boost pump switch is ON.
As fuel pressure supply increases to 7.5 PSIG, the pres-
sure switch opens.
Placing the boost pump switch in ON, regardless of throttle lever
position and fuel pressure, supplies power to the electric boost
pump from the LH and RH DC buses. During boost pump oper-
ation, the respective FUEL BOOST annunciator illuminates.
Placing the crossfeed switch in L TANK or R TANK cross feeds
fuel from one tank to both engines. The selected tank’s electric
boost pump operates, the crossfeed valve opens, and fuel flows
to both engines from the selected tank. After three seconds of
operation, the opposite motive flow shutoff valve closes.
The white FUEL XFEED annunciator illuminates during cross-
feed valve operation and when the crossfeed valves position
does not agree with crossfeed switch position.

Refueling
There are two methods of fueling the Excel, single-point (pres-
sure refueling) and overwing. A single-point refueling receptacle
(adapter) on the right fuselage forward of the wing permits simul-
taneous servicing of both sides of the fuel system. Single-point
refueling has the advantages of reducing time, fuel contamina-
tion, skin damage to the aircraft, static discharge, and skin con-
tact. The overwing port allows gravity fueling of the tanks.

Citation Excel Developed for training purposes 4F-5

April 2002
CAE SimuFlite

Defueling
The fuel tanks can be defueled by single-point, suction, force-
draining, or transfer (crossfeed). Single-point is the preferred
method and it is accomplished through the same adapter as the
refueling system. The suction method draws fuel from the tank
through the overwing filler cap. Force-draining uses the electric
boost pump to draw fuel and pump it under pressure through the
disconnected fuel feed line at the engine’s fuel control unit.
Finally, the transfer method uses the crossfeed valves to drain
fuel from one tank and move it to the opposite tank.

4F-6 Developed for training purposes Citation Excel

April 2002
 Fuel System

Fuel System

Power Source LH/RH engine driven pumps

Motive flow ejector pump from engine driven
pump
Motive fuel flow
LH/RH boost pumps
Distribution Wing tank to respective engine (LH/RH) via
engine manifold
Crossfeed line/valve
Fuel transfer motive flow
Motive flow manifold
Controls ENGINE START (L/R) switches
ENGINE FIRE (LH/RH) switchlights
FUEL BOOST (L/R) switches
CROSSFEED switch
START DISG switch
Throttles
Fuel control unit (fuel cutoff)
Monitor Annunciators:
F/W SHUTOFF (L/R)
FUEL BOOST (L/R)
FUEL FLTR BP (L/R)
LO FUEL LEVEL (L/R)
LO FUEL PRESS (L/R)
FUEL GAUGE (L/R)
FUEL XFEED
FUEL FLOW/FUEL QTY indicator
Protection Circuit breakers
Fuel filters
Fuel firewall shutoff valves
Motive flow shutoff valve
Relief valves
0.07 Emergency cutoff (engine shaft failure)
Prist

Citation Excel Developed for training purposes 4F-7

April 2002
CAE SimuFlite

4F-8 Developed for training purposes Citation Excel

April 2002
CECRH_HY_4g.qxd 4/2/02 8:47 AM Page 1

Hydraulic System
Hydraulic System

RH BUS LH BUS

RH
LH
ENG RELIEF AND ENG
BLEED VALVE FIRE
FIRE

LO HYD
LEFT LEVEL
RIGHT
ENGINE ENGINE
HYD
PUMP PRESS
PUMP

FIREWALL RESERVOIR FIREWALL

SHUTOFF SHUTOFF

LO HYD
BOOT STRAP FLO W
FLOW SWITCH
L R AND CHECK
VALVE

FILTER FILTER

PRESSURE
BYPASS SWITCH BYPASS
LO HYD
LEVEL PRESSURE
HYD RETURN
LANDING GEAR PRESS
DRAIN

FLAPS GROUND
SERVICE
CONNECTIONS
THRUST
REVERSERS CHECK
VALVE
SYSTEM
STABILIZER BYPASS RELIEF
VALVE VALVE
(NORMALLY 1,350 TO 1,500 PSI FILTER
SPEEDBRAKES OPEN)

SUPPLY
RETURN

PRESSURE

Citation Excel Developed for training purposes 4G-1

April 2002
CECRH_HY_4g.qxd 4/2/02 8:47 AM Page 2

CAE SimuFlite

4G-2 Developed for training purposes Citation Excel

April 2002
 Hydraulic System

Hydraulic System
Hydraulic power is supplied by two engine driven pumps mount-
ed on either engine accessory drive case. Should either engine
fail, the other pump will be able to operate the entire system.
Hydraulic fluid is stored in the associated lines and components
of the system, and in a reservoir mounted in the tailcone. The
reservoir, lines and valves should be checked for quantity and
condition on preflight.
Hydraulic fluid flows from the reservoir to the engine driven
pumps, R & L, through two pressure filters, R & L, to a bypass
valve. Should either filter become blocked a bypass relief valve
will allow fluid to bypass the filter.
The system bypass valve is normally open, which allows the
low pressure flow to return through to a low pressure filter to
the reservoir. This provides continuous low pressure flow in
the system.
When one of the system components (landing gear, flaps,
speedbrakes, stabilizer, or thrust reversers) is selected this
energizes the bypass valve closed, which raises the hydraulic
pressure and routes that high pressure to the selected com-
ponent. When pressure exceeds approximately 185 PSI, a
switch illuminates the HYD PRESS annunciator. After the
landing gear, stabilizer, flaps, or speedbrakes are in the
selected position, the bypass valve opens, returning the sys-
tem to the low pressure and extinguishing the annunciator.
The thrust reversers will illuminate the HYD PRESS annunci-
ator until they are normally stowed.
A pressure relief valve starts to open at 1,350 PSI and is fully
open at 1,500 PSI, thus regulating the operating pressure.

Citation Excel Developed for training purposes 4G-3

April 2002
CAE SimuFlite

A flow switch check valve is mounted in the lines just down-

stream of the respective engine driven pump to prevent fluid
flow from one engine driven pump to the other. Should low or
no flow occur from the respective pump, the switch provides an
indication on the annunciator panel.
Two firewall hydraulic shutoff valves (R & L) are motorized
closed or open by activation of the fire switches. Either shutoff
valve may be closed in the event of a fire, which closes the flow
of hydraulic fluid to the respective pump.
The system is serviced externally through a panel located on
the aft right side fuselage just aft of the wing.

4G-4 Developed for training purposes Citation Excel

April 2002
 Hydraulic System

Hydraulic System
Power Source L/R engine-driven hydraulic pumps
LH bus
RH bus

Distribution Hydraulic reservoir

L/R engine-driven hydraulic pumps
Hydraulic bypass valve
Hydraulic manifolds

Control LH/RH ENGINE FIRE switchlights

Landing gear handle
Flap selector lever
Speedbrake switch
Thrust reverser lever

Monitor LH/RH ENGINE FIRE switchlights

Annunciators
HYD PRESS
LO HYD FLOW L/R
SPD BRK EXTEND
LO HYD LEVEL
STAB MIS COMP
ARM/UNLOCK/DEPLOY T/R lights
Landing gear annunciators
Gear Horn

Protection Circuit breakers

Pressure relief valve in reservoir low pressure
area opens to drain excess fluid when reservoir
fills to capacity
If one hydraulic pump fails, either pump can
operate the system (at a reduced rate)
Pushing the ENGINE FIRE switchlight closes
the corresponding hydraulic and fuel firewall
shutoff valves and TR isolation valve to stop
flammable liquid flow to the affected engine.
Refer to appropriate system section for protec-
tion in a specific aircraft system.

Citation Excel Developed for training purposes 4G-5

April 2002
CAE SimuFlite

4G-6 Developed for training purposes Citation Excel

April 2002
CECRH_IR_4h.qxd 4/2/02 10:09 AM Page 1

Ice and Rain Protection

Wing Anti-Ice System

WING OVERHEAT WING OVERHEAT

SWITCH SWITCH
UNDER UNDER
TEMPERATURE TEMPERATURE
SWITCH SWITCH
WING OVERHEAT WING XFLOW WING OVERHEAT
SWITCH VALVE SWITCH

LEFT WING RIGHT WING

DIFFUSER DIFFUSER
(160°F) (160°F) (230°F) (230°F) (160°F) (160°F)

PRESSURE PRESSURE
REGULATOR REGULATOR
SHUTOFF VALVE SHUTOFF VALVE

BLEED AIR BLEED AIR

OVERHEAT OVERHEAT
SWITCH SWITCH
SERVICE AIR
REGULATOR

LEFT RIGHT
ENGINE ENGINE
SERVICE AIR SERVICE AIR
LEFT HEAT CHECK VALVE CHECK VALVE RIGHT HEAT
EXCHANGER EXCHANGER

ENGINE BLEED AIR

REGULATED BLEED AIR

Citation Excel Developed for training purposes 4H-1

April 2002
CECRH_IR_4h.qxd 4/2/02 10:09 AM Page 2

CAE SimuFlite

Tail Deice System (Boots Deflated)

TEST PORT
(CAPPED)

FROM LEFT FROM RIGHT

ENGINE ENGINE
BLEED AIR BLEED AIR

PRESSURE
REGULATING
AND RELIEF
W
VALVE

TO SERVICE AIR
23 PSI (158.6KPa)

CONTROL CONTROL
VALVE VALVE
WITH WITH
EJECTOR EJECTOR

TAILCONE TAILCONE
OVERBOARD OVERBOARD
VENT VENT

W W

PRESSURE SWITCH PRESSURE SWITCH

TO LEFT TO RIGHT
HORIZONTAL BOOTS DEFLATED HORIZONTAL
STABILIZER STABILIZER
BOOT BOOT

UNREGULATED BLEED AIR

REGULATED AIR PRESSURE

VACUUM

4H-2 Developed for training purposes Citation Excel

April 2002
 Ice and Rain Protection

Tail Deice System (Left Boot Inflated)

TEST PORT
(CAPPED)

FROM LEFT FROM RIGHT

ENGINE ENGINE
BLEED AIR BLEED AIR

PRESSURE
REGULATING
AND RELIEF W
VALVE

TO SERVICE AIR
23 PSI (158.6KPa)

CONTROL CONTROL
VALVE VALVE
WITH WITH
EJECTOR EJECTOR
TAILCONE TAILCONE
OVERBOARD OVERBOARD
VENT VENT

W W

PRESSURE SWITCH PRESSURE SWITCH

TO LEFT TO RIGHT
HORIZONTAL BOOTS DEFLATED HORIZONTAL
STABILIZER STABILIZER
BOOT BOOT

UNREGULATED BLEED AIR

REGULATED AIR PRESSURE
VACUUM

Citation Excel Developed for training purposes 4H-3

April 2002
CAE SimuFlite

4H-4 Developed for training purposes Citation Excel

April 2002
 Ice and Rain Protection

Ice and Rain Protection

The Citation Excel utilizes three methods to protect aircraft sur-
faces from ice and rain.
■ Engine bleed air prevents ice formation on the engine bullet
nose cone, temperature probe, engine inlet lip, stator vanes,
and the wing leading edges
■ Electric heating elements protect the windshield, pitot tubes,
static ports, true airspeed (TAS) probe, and the angle-of-
attack probe
■ Pneumatic deice boots remove ice from the horizontal stabi-
lizers; the vertical stabilizer leading edge has no protection.

Wing/Engine
L and R WING/ENGINE ANTI-ICE switches on the pilot’s lower
left instrument panel electrically control the engine and wing anti-
ice systems. With the three-position ON/OFF/ENGINE ON switch
in OFF, the wing anti-ice and engine bleed valves receive power
to keep them closed. When the L or R WING/ENGINE ANTI-ICE
switch is positioned to ENGINE ON, bleed air flows through the
applicable engine inlet and engine stators. If sufficient bleed air
flow is not available to maintain the proper wing temperature, the
ENG ANTI-ICE annunciator will illuminate. The light may be extin-
guished by increasing the engine RPM. Operation of the system
may be checked by observing engine ITT rise when the engine
anti-ice is turned on. If the check is made on the ground, it may
require up to two minutes to extinguish the WING ANTI-ICE
annunciator with N2 set at approximately 70%. Maximum engine
power setting values are reduced when using anti-ice. Loss of
electrical power to the valve supplying flow to the inlets results in
the valve opening; thus, assuring anti-ice capability.
The WING XFLOW switch is designed to provide wing anti-ice pro-
tection to both wings in the event of an inoperative engine. The
WING XFLOW position disables the selected engine inlet temper-
ature and stator valve inputs to the anti-ice failure annunciators.

Citation Excel Developed for training purposes 4H-5

April 2002
CAE SimuFlite

During normal cruise operation, activation of the ENGINE ANTI-

ICE de-energizes the solenoid valves immediately.
L and R ENGINE ANTI-ICE annunciators monitor the engine
anti-ice system. The corresponding ENGINE ANTI-ICE annun-
ciator illuminates when the system is ON and any of the follow-
ing are true:
■ engine inlet lip temperature is below 59°F (±15°C)
■ engine stator anti-ice valve fails to open
Proper engine anti-ice protection may require power settings as
high as 75% N2. Allow some time for the inlet and wing temper-
ature sensors to heat after the system is on.

Wing Anti-Icing
The anti-ice system uses engine bleed air extracted from the left
and right bleed air clusters. The air from each side flows through
one-way check valves to various systems. A tap into the pneu-
matic lines prior to the one-way check valves provides hot bleed
air for the wing anti-ice.
The air travels forward to its respective left and right wing anti-
ice valve. The wing anti-ice valves are normally open (electrically
closed) valves controlled by the corresponding left and right
WING/ENGINE ANTI-ICE switches. Moving the three-position
ON/OFF/ENGINE ON switch to ON removes power from the
valves so they open.
From the wing anti-ice valves, the bleed air lines move internally
along the left and right fuselage to a point near the trailing edge
of the wing. At this position, the lines exit the fuselage into a cav-
ity between the fuselage and the wing root fairing.
The leading edge assembly consists of an aluminum outer skin
with compartmental spacers bonded inside. A heat shield spac-
er divides the assembly into a forward hot section and a rear-
ward air space in front of a fuel cell closeout spacer. In the front

4H-6 Developed for training purposes Citation Excel

April 2002
 Ice and Rain Protection

of the leading edge assembly, a piccolo tube, riveted and bond-

ed to a liner, forms an inner liner assembly. Riveted together,
the inner liner and the outer skin form a single assembly. Air dis-
seminated from the piccolo tube heats the leading edge and
exhausts through two scoops on the lower surface near the aft
edge of the assembly.
Two 160°F overheat switches on each side protect the system
from an overheat condition.The two switches work electrically in
parallel. If either switch senses 160°F or greater, the WING
O’HEAT annunciator for that side illuminates and the wing anti-
ice valve for that wing electrically closes.
After the wing cools, the WING O’HEAT annunciator extinguish-
es and the wing anti-ice valve opens to return bleed air to the
wing. Operation of the system on the ground in hot weather with
power above 70% N1 may cause the system to overheat due to
inadequate cooling (a normal indication for the conditions).
In case of an engine failure, both wings can be heated by the
operating engine. A crossfeed line forward of the left and right
wing anti-ice valves connects with the individual left and right
anti-ice lines. A normally closed (electrically opened) crossfeed
valve separates the two air sources under normal conditions.
When an engine fails, move the WING XFLOW anti-ice switch
to ON. Power travels to the respective wing anti-ice valve, sig-
naling it to close, and to the crossfeed valve, which opens. With
the crossflow valve open, bleed air from the operating engine
enters the wing anti-ice lines of the opposite side.
In the above condition, shut off the WING/ENGINE Anti-Ice switch,
so temperature sensing for the failed engine is disconnected.
The wing anti-ice annunciator will illuminate from the time its sys-
tem is first turned on, until the temperature in the T-fitting near
the wing root reaches 230°F (110°C). In flight, if the system is
activated, the annunciator will not flash unless proper tempera-
ture is not reached in 4 minutes, 45 seconds.

Citation Excel Developed for training purposes 4H-7

April 2002
CAE SimuFlite

Tail Deicing
A pneumatic deice system breaks up ice accumulation on the hor-
izontal stabilizer leading edge. Bleed air, regulated to 23 PSI, flows
through two control valves to rubber boots bonded to the leading
edge of the airfoils. The system receives power from a 5 amp TAIL
DEICE CB on the left CB panel. A TAIL AUTO/OFF/MANUAL
switch and timer control the system. A white TL DEICE PRESS (L
or R) annunciator monitors the inflation cycles.
The two control valves are in the tailcone. One valve supplies
pneumatic pressure to left horizontal stabilizer; the other sup-
plies pressure to the right horizontal stabilizer.

Boot Cycle
The TAIL DEICE switch controls the deice boots. The switch has
three positions, AUTO/OFF/ MANUAL. OFF is the center switch
position. MANUAL is a momentary position.
Placing the switch in AUTO starts a timer circuit for a series of
3-minute cycles. During the first 6 seconds, the left horizontal
stabilizer control valve opens and inflates the boots. Neither
valve receives power from 7 to 12 seconds of the cycle. From
13 to 18 seconds of the cycle, the right horizontal stabilizer con-
trol valve receives power. During the remainder of each 3-minute
cycle, both boots have vacuum applied to them. After three min-
utes, the cycle repeats.
The interruption of power to the control valves directs the bleed
air overboard. In addition, the control valves create a vacuum to
evacuate the boots and lines during the interruption of power to
the control valves. This vacuum holds the boots deflated.
MANUAL causes both control valves to open and inflates both
boots simultaneously. Holding the switch in MANUAL maintains
boot inflation.
Releasing the switch from MANUAL allows the boots to deflate.

4H-8 Developed for training purposes Citation Excel

April 2002
 Ice and Rain Protection

There is no reset function associated with the surface deice

switch. The TAIL DEICE CB is the only means of resetting the
boot system.

NOTE: Manual activation of the boots does not interrupt

the automatic cycle in progress. Holding the switch in
MANUAL inflates all the boots. Releasing the switch
allows the boots to deflate.

CAUTION: Do not operate the tail deice below -40°F.

Windshield Anti-Icing/Rain Removal

Windshield anti-ice is controlled by the WINDSHIELD L and R
O’RIDE/ON/OFF switches on the ANTI ICE/DEICE panel.
Windshield anti-ice must be set to ON anytime icing is detected.
It may be operated full time from engine start to shutdown and
will improve cockpit comfort at high altitude, particularly at night.
It is also required for windshield defog.
Operating the windshield anti-ice system in ON position through-
out the flight will gradually ramp power to warm the windshield
slowly. If icing is encountered with the switch in the OFF posi-
tion, the O’RIDE position will override this ramp to warm the
windshield more quickly.
The windshield is monitored by W/S FAULT L or R and W/S
O’HEAT annunciators. The W/S FAULT annunciator indicates a
fault or failure of the controller to supply power to the windshield.
The W/S O’HEAT annunciator indicates that the controller has
detected an overheat condition which automatically shuts off the
affected windshield until the overheat condition clears.

Citation Excel Developed for training purposes 4H-9

April 2002
CAE SimuFlite

The windshield rain removal system utilizes a two speed blow-

er fan located in the nose avionics compartment that is routed to
the windshield outside surface through a dual duct. Placing the
WINDSHIELD AIR switch in the ON position will operate the fan
at high speed. With the windshield air ON, the blower will direct
high velocity air onto the windshield to assist in clearing rain. The
system is primarily for ground use, but does provide some ben-
efit in flight. The primary rain removal in flight is provided by air-
flow in conjunction with a windshield treatment. In the OFF posi-
tion, a nose avionics bay temperature of more than 95°F will
automatically switch the blower fan to low speed to assist in cool-
ing of the nose avionics compartment.

4H-10 Developed for training purposes Citation Excel

April 2002
 Ice and Rain Protection

Pitot/Static Anti-Icing
Integral heating elements provide anti-icing for the pitot tubes,
static ports, TAS probe, and angle-of-attack probe. If the pitot
tube(s) and/or static port(s) become restricted or blocked from
ice formation, unreliable operation or complete failure of flight
instruments and other pitot-static supported systems occurs
(refer to Avionics chapter for information on pitot/static system).
Two pitot tubes are on the forward fuselage, one on each side of
the nose section and a third standby pilot tube mounted on the
right fuselage near the nose. Six static ports, three on each side
of the aircraft, are just below the flight compartment windows. All
nine of the components incorporate electrical heating elements
controlled by the PITOT & STATIC switch on the tilt panel.
The angle-of-attack (AOA) bearing heater receives power any
time the PITOT & STATIC switch is ON. The TAT (Rosemont)
probe and the vane of the AOA are activated via the landing gear
squat switch.
Check all of the pitot/static system components during the exte-
rior preflight inspection.
When the PITOT & STATIC switch is ON, current sensors on the
left flight compartment side console (forward of the equipment
panel) connect to their respective pitot/static heater system. The
sensors detect a defective heating element by monitoring the
drop in amperage to the system. One pitot heater or both static
port heaters of the respective system (pilot’s or copilot’s) acti-
vate the current sensor and illuminate the corresponding L or R
P/S HTR OFF annunciator.

Citation Excel Developed for training purposes 4H-11

April 2002
CAE SimuFlite

Wing/Engine Anti-Ice Data

Power Source Engine bleed air
LH, RH Buses
Distribution Each engine
Bleed air to wing leading edges
Bleed air to compressor stator vanes
Bleed air to nose cone, Temperature probe
Engine ignitors
Control L/R WING/ENGINE ANTI-ICE switches
L/R ENG anti-ice CBs
Throttle switches: 60% N2
Monitor L/R ENG ANTI-ICE annunciators
WING O’HEAT annunciator
Visual scan – WING INSP light
Engine ITT/RPM
Engine ignition lights

Windshield Anti-Ice Data

Power Source LH Bus
RH Bus
Distribution L/R windshield heating elements
Control W/S Windshield OFF/ON/O’ RIDE
Monitor L/R W/S O’HEAT annunciator
L/R W/S Fault annunciator

4H-12 Developed for training purposes Citation Excel

April 2002
 Ice and Rain Protection

Tail Deice Data

Power Source Bleed air from Service Air
LH Bus
Distribution L/R horizontal stabilizer boots
Control TAIL DEICE switch
Monitor L/R TAIL DEICE PRESS annunciator

Pitot/Static Deice Data

Power Source LH Bus
RH Bus
Systems-Emer bus (standby)
Distribution AOA heater
L/R pitot tube
Standby pitot tube
L/R static ports
Standby static port
TAS/TAT Probe (Rosemont)
Control PITOT & STATIC ANTI-ICE switch
Monitor P/S HTR OFF annunciator
AOA HTR FAIL annunciator

Citation Excel Developed for training purposes 4H-13

April 2002
CAE SimuFlite

4H-14 Developed for training purposes Citation Excel

April 2002
CEX CRH Dbl FO Pages 4/3/02 8:59 AM Page 23

Landing Gear/Brakes/Steering
Landing Gear System

UNLOCK

N
O
L R
GEAR AND BRAKE
EMERGENCY H H
RELEASE
EMERGENCY PULL
AIR BO TTLE
(1,500 TO 2,000 PSI) AIR BOTTLE CABLE UP
ANTI-
SKID
FROM ON
HYDRA ULIC LANDING
SYSTEM GEAR
DUMP VALVE
RESTRICTOR

RETURN UPLOCK
CABLES DOWN OFF

EXTEND RETRACT
SOLENOID SOLENOID

LANDING GEAR LG GEAR

CONTR OL VALVE WARN CONTROL

LH BUS

STATIC FLUID

EXTEND PRESSURE

FLUID RETURN

AIR PRESSURE

CABLE

LEFT MAIN GEAR RIGHT MAIN GEAR

DOWN
DOWN MICROSWITCH DOWN
MICROSWITCH MICROSWITCH
NOSE GEAR

Citation Excel Developed for training purposes 4I-1

April 2002
CEX CRH Dbl FO Pages 4/3/02 8:59 AM Page 24

CAE SimuFlite

4I-2 Developed for training purposes Citation Excel

April 2002
 Landing Gear/Brakes/Steering

Brake/Anti-Skid System
UNLOCK

CASE DRAIN N
O
RESERVOIR PUMP L R
ACCUMULATOR H H
CHARGE VALVE
UP
RELIEF ANTI-
SKID
VALVE ON
LANDING
PRESSURE GEAR
INDICATOR
(900 TO 1,300 PSI) FILTER
CHECK VALVE DOWN OFF
L R L R ACCUMULATOR
PRECHARGE
PILOT'S PILOT'S COPILOT'S COPILOT'S (675 PSI) PRESSURE WARNING
MASTER MASTER MASTER MASTER SWITCH (750 PSI)
CYLINDER CYLINDER CYLINDER CYLINDER RELIEF VALVE 900 PSI

RH BUS 750 PSI LANDING GEAR

CONTROL SWITCH
EXTEND
LO BRK
5A
WARN PRESS RETRACT
LIGHTS LOW PRESS
EXTEND
2
900 PSI
POWER BRAKE RETRACT EMERGENCY GEAR AND
POWER BRAKE BRAKE AIR BOTTLE
AND MOTOR SWITCH
5A ANTI-SKID VALVE (1,800 TO 2,050 PSI)
WARN ANTISKD 1,300 PSI
LIGHTS INOP EMERGENCY
1 LH BUS LEFT RIGHT R PARKING BRAKE
ANTI-SKID BRAKE HANDLE
LH BUS CONTROL SERVO SERVO L VALVE
SWITCH SKID VALVE VALVE
5A CONTROL
ANTI-
SKID
ON

OFF
GENERATOR
GENERATOR

ANTI-SKID SUPPLY
CONTROL
BOX RETURN

METERED PRESSURE
NOTE: The CE-560XL Brake system differs from previous (CE-500
POWER BRAKE PRESSURE
series) aircraft in that a deceleration in either wheel's rotation speed LEFT RIGHT
WHEEL WHEEL
will result in a decrease in delivered brake pressure to that specific MASTER CYLINDER PRESSURE
wheel, rather than decreasing delivered brake pressure to both
main wheels. This will be sensed by the crew as more positive
braking when taxiing on contaminated surfaces.

Citation Excel Developed for training purposes 4I-3

April 2002
CAE SimuFlite

4I-4 Developed for training purposes Citation Excel

April 2002
 Landing Gear/Brakes/Steering

Landing Gear and Brakes

The aircraft has a tricycle-type landing gear consisting of a sin-
gle wheel nose gear and single wheel main gear. The system is
electrically controlled and hydraulically actuated. A chined nose-
wheel tire deflects slush and rain away from the engine intakes.
Each landing gear strut is an air/oil type that absorbs taxiing and
landing shocks. Hydraulic pressure normally retracts and
extends the landing gear. If the hydraulic system fails, free fall
and pneumatic pressure extend the landing gear.
A mechanically operated nosewheel steering system positions
the nose gear in response to rudder pedal movement.
The main gear has hydraulically operated carbon disc brakes
with an electrically operated anti-skid system. Braking can be
accomplished by either of two independent systems: the power
brake hydraulic system or the back-up pneumatic system.
The anti-skid system provides power assisted braking with skid
protection. It is designed to provide maximum braking effi-
ciency on all runway surfaces while minimizing wheel skid. It
is only active with normal braking, and is inoperative while
using pneumatic brakes.

Citation Excel Developed for training purposes 4I-5

April 2002
CAE SimuFlite

Landing Gear
Squat switches on the left and right main landing gear supply
on-ground and in-air signals to various aircraft systems (Table
4I-1). DOWN and LOCK switches on the landing gear actuators
and UP-and-LOCK switches in the wheel wells control the gear
indicating system and the landing gear system during retraction
and extension.

Left Main Gear Right Main Gear

Stick shaker Stick shaker test
Thrust reversers Thrust reversers
Anti-skid system Anti-skid system
Landing gear handle solenoid lock
Outflow valves ground mode
Emergency pressurization
Cross generator start disable (in flight)
Ground Idle
Radar forced standby
Flight hour meter/digital clocks

Table 4I-1; Squat Switches

Retraction
After the aircraft leaves the ground and the landing gear struts
extend, the left main gear squat switch opens to release the land-
ing gear handle locking solenoid.
Pulling the landing gear handle out releases it from the detent.
Moving the handle to the UP position begins the retraction
sequence by actuating the landing gear retract switch. Then the
red GEAR UNLOCK light illuminates, the hydraulic system
bypass valve closes to increase hydraulic pressure to 1,500 PSI,
and the landing gear control valve shifts to route hydraulic pres-
sure to the landing gear actuator retract ports. Hydraulic pres-
sure unlocks the internal downlocks; and the green NOSE, LH
and RH gear lights extinguish.
4I-6 Developed for training purposes Citation Excel
April 2002
 Landing Gear/Brakes/Steering

When the landing gear reaches the fully retracted position,

mechanical uplocks engage the gear and hold it in the retracted
position. The nose gear doors close when the nose gear com-
pletely retracts. The main gear doors follow main gear as it retracts.
When the landing gear is up-and-locked, the nose and main gear
up-and-lock switches actuate to extinguish the GEAR UNLOCK
light, de-energize the landing gear control valve, and open the
hydraulic system bypass valve returning the system to open-cen-
ter position.

Extension
Pulling the landing gear control handle out to unlock it and mov-
ing it to the DOWN position begins the landing gear extension
sequence by actuating the landing gear control switch. The
GEAR UNLOCK light illuminates, the hydraulic system bypass
valve closes to pressurize the hydraulic system to 1,500 PSI,
and the landing gear control valve shifts to the extend position.
Hydraulic pressure then flows through the landing gear control
valve to the uplock actuators. The uplocks release and direct
pressure to the extend side of the landing gear actuators. The
gear begins extending.
As the landing gear reaches the down-and-locked position,
hydraulic pressure locks the landing gear with its mechanical
internal downlocks. The DOWN and LOCK switches actuate to
extinguish the GEAR UNLOCK light, illuminate the NO, LH and
RH gear lights, and open the hydraulic system bypass valve.

Emergency Extension
Pulling the red AUX GEAR CONTROL T-handle below the pilot’s
instrument panel mechanically releases the landing gear uplocks
to allow the landing gear to free-fall to the down-and-locked posi-
tion. Yawing the aircraft assists gear extension and locking by
exerting pressure on the landing gear through the gear doors.
With the gear handle in the DOWN position, the NO, LH and RH
gear position lights illuminate when the gear is down and locked.

Citation Excel Developed for training purposes 4I-7

April 2002
CAE SimuFlite

After rotating the T-handle 45° clockwise, pulling the emergency

air knob on the T-handle shaft mechanically opens the emer-
gency air bottle to direct pressurized nitrogen through the
uplocks and on to the landing gear actuator extend ports. It also
shifts the dump valve to route hydraulic fluid to the reservoir. After
emergency gear extension, the landing gear system must be ser-
viced to bleed the hydraulic system and the bottle must be
recharged to 1,500 to 2,060 PSI.

Position and Warning

The landing gear position and warning system provides visual
and audible indication of the landing gear position. The three
green safe lights: NO, LH and RH, indicate that the gear is in the
down and locked position. The red GEAR UNLOCK light indi-
cates an unsafe gear position (in transit or not locked). The land-
ing gear warning system sounds an audible warning when the
airspeed is below approximately 150 knots if either or both throt-
tles are retarded below approximately 70 percent N2 and the
gear is not down and locked. If the flaps are extended beyond
the takeoff approach (15°) position and the gear is not down and
locked, there will be an audible warning horn. The warning horn
cannot be silenced.
Testing of the landing gear position and warning system is
accomplished by placing the rotary TEST SELECTOR switch in
the LDG GEAR position. The three green safe lights and the red
unlock light illuminate and the warning horn sounds.

4I-8 Developed for training purposes Citation Excel

April 2002
 Landing Gear/Brakes/Steering

Nosewheel Steering
With the aircraft on the ground, the nosewheel steering system
positions the nosewheel up to 20° left or right of center through
rudder pedal movement. Deflecting a rudder positions a bell-
crank between the pedals that connects through a bungee to a
steering arm. Movement of the steering arm then moves the
nosewheel through a universal joint and steering gears.
As the nose gear retracts, the universal joint pivots to center the
nosewheel. When the nose gear fully retracts, the joint swivels
to allow normal rudder pedal movement.

Wheels and Brakes

The nosewheel carries a chined, 18 x 4.4-10, 10-ply rating (PR)
tubeless tire inflated to approximately 130 ±5 PSI (unloaded);
135 ±5 PSI (loaded). Each main wheel carries a H23.5 x 8.0-12, 14
PR tubeless tire inflated to approximately 210 ± 5 PSI. The tires
must be serviced with nitrogen.

Normal Braking
An independent hydraulic system supplies pressure to operate
the brakes. With the landing gear extended and electrical power
available, a motor-driven hydraulic pump, controlled by a pres-
sure switch, pressurizes the system to 900 to 1,300 PSI. An
accumulator, precharged to 675 PSI with nitrogen, maintains
system pressure when the pump is not operating. If system pres-
sure falls below 750 PSI and the pump does not raise the pres-
sure over 750 PSI in 8 seconds, a pressure warning switch illu-
minates the POWER BRAKE LOW PRESS annunciator.
Pressing on the top of each rudder pedal (toe brake) mechanically
operates a master cylinder that hydraulically controls braking effort
supplied through the power brake and anti-skid valve. The power
brake and anti-skid valve, in turn, supplies pressure proportional
to braking effort to the brake assemblies. Under pressure, the
braking assembly piston extends against the pressure plate to
force the stationary and rotating discs together.

Citation Excel Developed for training purposes 4I-9

August 2003
CAE SimuFlite

With the ANTI-SKID switch ON, a transducer in each main wheel

axle provides wheel speed signals to the anti-skid system con-
trol box. If the control box senses an excessive wheel decelera-
tion indicative of an impending skid, it commands the anti-skid
valve to reduce braking pressure to that wheel. When the wheel
spins up to match the other wheel, the system restores normal
braking pressure to that wheel brake assembly.
The anti-skid system also provides touchdown and locked wheel
crossover protection. If the brakes are applied before touchdown,
the system dumps pressure until the left squat switch actuates
on touchdown. Above 40 kts groundspeed, locked wheel
crossover protection compares left and right wheel speeds and
dumps pressure when the slow wheel’s speed is 50% or slower
than the fast wheel.
If an anti-skid component fails, the ANTI SKID INOP annuncia-
tor illuminates. After a system failure, the ANTI SKID switch
should be placed in OFF. Normal braking without anti-skid pro-
tection is still available.
If the power system should fail, braking will only be available
through the back-up pneumatic system. The antiskid control
module incorporates test circuitry which continually monitors the
antiskid system. If a fault is detected, the ANTISKID INOP light
will illuminate on the annunciator panel. Certain faults in the sys-
tem are displayed on a “BITE” indicator (fault display unit), which
is located in the left nose compartment. A white flag may appear
in any of the five circular indicators located in a row on the fault
display unit. The faults which may be displayed are: left trans-
ducer failure (LEFT XDCR), right transducer failure (RIGHT
XDCR), left and right squat switch disagreement (SQUAT DIS-
AGREE), control valve failure (VALVE) and control unit failure
(CONTROL).

4I-10 Developed for training purposes Citation Excel

April 2002
 Landing Gear/Brakes/Steering

Emergency Braking
Pulling the EMER BRAKE PULL handle below the pilot’s instru-
ment panel mechanically opens the brake valve assembly to
release pressurized nitrogen into the supply lines. Pressure in the
supply lines shifts a shuttle valve at each wheel brake assembly
to stop normal hydraulic system pressure and to admit pressur-
ized nitrogen into the brake assemblies. Braking pressure is pro-
portional to handle extension. Anti-skid protection is not available.
Pulling the handle out completely supplies full pressure from the
bottle for maximum braking. Releasing the handle shifts the brake
valve assembly to vent pressure to atmosphere and release the
brakes.

Parking Brakes
With the aircraft on the ground and the hydraulic system pres-
surized, applying toe pressure applies the brakes. Pulling the
parking brake handle out shifts the parking brake valve to trap
pressure and hold the brakes. Pushing the handle down releas-
es the brakes.

Citation Excel Developed for training purposes 4I-11

April 2002
CAE SimuFlite

Landing Gear System

Power Sources Hydraulic system fluid

LH/RH buses
Distribution Gear actuators
Control Landing gear control valve
Gear control handle
Hydraulic bypass valve
Auxiliary gear controls
EMERGENCY GEAR RELEASE PULL
T-HANDLE
Emergency air knob
Rotary TEST SELECTOR switch
LDG GEAR position
HORN SILENCE button
Left main gear squat switch
Monitor Emergency air pressure gage (preflight)
Landing gear down (safe) green lights
GEAR UNLOCK (red) light
HYD PRESS ON annunciator
Landing gear warning horn
Protection Circuit breakers
Emergency air bottle (blow-down knob)
Gear/flap warning horn
Gear uplocks manual release (T-handle)
Mechanical downlock

4I-12 Developed for training purposes Citation Excel

April 2002
 Landing Gear/Brakes/Steering

Brake/Anti-Skid System

Power Source Independent hydraulic system

Emergency air bottle
LH/RH buses
Distribution Brake actuators
Control Brake pedals
ANTI-SKID switch
Parking brake handle
EMER BRAKE PULL handle
Rotary TEST SELECTOR switch
ANTI-SKID position
Monitor Annunciators
POWER BRAKE LOW PRESS
ANTI SKID INOP
Emergency air pressure gage (preflight)
Brake accumulator pressure gage (preflight)
Brake fluid reservoir (preflight)
Brake pedal feel
Protection Circuit breakers
Emergency air bottle knob
Filter and check valve in anti-skid electro-
hydraulic pump
ANTI SKID bite indicators

CAUTION: There is no anti-skid during emergency braking.

Citation Excel Developed for training purposes 4I-13

April 2002
CAE SimuFlite

Nosewheel Steering

Power Source Rudder pedals

Distribution Rudder pedal cables
Bellcrank in wheel well
Spring-loaded bungee rod
Steering arm to universal joint
For nose gear centering and discon-
nection of rudder pedals from steering
gears during landing gear retraction
Control Rudder pedal deflection
Protection Optional nosewheel spin-up system: gravel
spray reduction

CAUTION: Do not attempt flight with sheared nosewheel

bolts; violent nosewheel shimmy may occur and the nose
gear may not center when retracted after takeoff.

4I-14 Developed for training purposes Citation Excel

April 2002
CECRH_MS_4j.qxd 4/2/02 4:38 PM Page 1

Oxygen System
Oxygen System

OXYGEN/SEAT BELT ALTITUDE PRESSURE SWITCH

LH BUS 5A
SOLENOID VALVE
(OPENS AT 14,500 FT ± 500 FT;
CLOSES AT 10,000 FT)

TO PASSENGER
PILOT'S DISTRIBUTION
FACE
MASK
CREW ONLY
CONTROL VALVE

TO COPILOT'S
FACE MASK

PASSENGER
CONTROL
VALVE

ON OFF

AUTO

CYLINDER
PRESSURE
OVERBOARD GAGE
DISCHARGE SHUTOFF
INDICATOR VALVE KNOB

PRESSURE
REGULATOR

OFF AUTO ON

1,600
1,800
PSI
FILLER VALVE AND
PROTECTIVE CAP
OXYGEN CONTROL VALVE

HIGH PRESSURE OXYGEN CYLINDER

(NOSE-MOUNTED) ( (
LOW PRESSURE

Citation Excel Developed for training purposes 4J-1

April 2002
 EROS Crew Mask and 49-Cubic Foot Cylinder

4J-2
Available Time in Minutes

Cabin 1 2 2 2 2 2 2 2 2
Altitude Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit
2 Cabin 4 Cabin 6 Cabin 8 Cabin 10 Cabin 11 Cabin 12 Cabin
8,000 839 420 106 61 42 33 27 24 22
10,000 964 482 110 62 43 33 27 25 23
CAE SimuFlite

15,000 964 482 112 63 44 34 28 25 23

CECRH_MS_4j.qxd 4/2/02 4:38 PM Page 2

20,000 757 379 107 62 44 34 28 25 23

25,000 405 202 87 55 41 32 27 24 22
27,000 475 237
29,000 523 261
31,000 588 294

Developed for training purposes

33,000 663 332
35,000 748 374
37,000 851 426
39,000 1037 518

April 2002
Citation Excel
 EROS Crew Mask and 76-Cubic Foot Cylinder
Available Time in Minutes

April 2002
Cabin 1 2 2 2 2 2 2 2 2
Altitude Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit Cockpit

Citation Excel
2 Cabin 4 Cabin 6 Cabin 8 Cabin 10 Cabin 11 Cabin 12 Cabin
8,000 1308 654 165 94 66 51 41 38 34
10,000 1502 751 172 97 68 52 42 38 35
15,000 1502 751 175 99 69 53 43 39 36
20,000 1180 590 167 97 69 53 43 39 36
25,000 630 315 136 86 63 50 41 38 35
27,000 740 370
29,000 815 407
31,000 916 458

Developed for training purposes

33,000 1034 517
35,000 1165 583
37,000 1326 663
39,000 1616 808

4J-3
Oxygen System
CAE SimuFlite

Oxygen Supply
Oxygen is available to the crew at all times and to the passen-
gers either manually through cockpit control or automatically if
cabin altitude exceeds 14,500 ± 500 ft.
Oxygen flows from the bottle through a regulator assembly
before it reaches the crew and passenger oxygen distribution
systems. The regulator assembly has a shutoff valve, pressure
regulator, and separate lines for an oxygen pressure gage, filler
valve, and an overpressure relief valve.
The bottle supplies oxygen between 1,600 and 1,800 PSI, and
the pressure regulator reduces bottle pressure to approximate-
ly 70 PSI. If bottle pressure reaches 2,850 ±150 PSI at 70°F
(21°C) or 2,600 ±100 PSI at 160°F (71°C), the overpressure
relief valve opens moving a pin against the green blowout disc
dislodging it outward to alert the crew that the bottle has dis-
charged. The green blowout disc is normally held in place by a
snap ring. The filler valve and pressure gage allows normal ser-
vicing of the bottle without removal.
The standard bottle capacity can be 49 or 76 cubic feet. This pro-
vides approximately 50 minutes to one hour of oxygen to the
passengers and crew.
The oxygen bottle is located in the right side of the avionics com-
partment floor. Filler valve and pressure gage access is through
the right nose compartment door. The burst disc indicator is on
the right lower nose.

Distribution
Oxygen flows directly to the pilot and copilot oxygen outlets
through the regulator assembly. The passenger supply flows
through a manually operated crew oxygen priority valve, pas-
senger manual shutoff valve, and an altitude pressure switch
controlled solenoid valve.

4J-4 Developed for training purposes Citation Excel

April 2002
 Oxygen System

Crew System
The quick-donning, sweep-on diluter-demand crew oxygen mask
has a built-in regulator control/selector knob, oxygen pressure
detector and microphone. With the mask regulator in the NORM
position, the regulator dilutes oxygen with cabin air according to
cabin altitude. As cabin altitude increases, the regulator increas-
es the oxygen to cabin air ratio until it provides 100% oxygen.
Placing the regulator in the 100% position provides 100% oxy-
gen regardless of cabin altitude. Finally, placing the regulator in
the EMER position supplies 100% oxygen at positive pressure.
The oxygen pressure detector located in the oxygen mask hose,
indicates green with proper pressure and indicates red with low
pressure. When not required, the masks stow inside the pilot’s
and copilot’s side consoles.

Passenger System
With the OXYGEN CONTROL VALVE switch in the AUTO posi-
tion on the pilot’s side console oxygen control panel, oxygen
does not flow to the passenger oxygen distribution system at nor-
mal cabin altitudes. If cabin altitude exceeds 14,500 ±500 ft, the
altitude pressure switch closes to energize the passenger sole-
noid valve. The valve opens and oxygen flows through the pas-
senger distribution system. The initial pressure surge actuates
door release mechanisms that deploy the passenger oxygen
masks. The masks fall and hang by their lanyards. Pulling on the
lanyard releases a pin to allow oxygen flow.
When cabin altitude drops to approximately 10,000 ft, the alti-
tude pressure switch opens, the solenoid valve closes, and oxy-
gen flow to the passenger distribution system stops.
Placing the control switch in the ON position opens the manual
drop valve; oxygen flows to the passenger masks regardless of
cabin altitude. The passenger oxygen masks can be manually
deployed in the event of an emergency where the masks fail to
automatically deploy.

Citation Excel Developed for training purposes 4J-5

April 2002
CAE SimuFlite

Selecting the OFF position isolates the passenger oxygen sys-

tem from the oxygen supply. Oxygen does not flow to the pas-
senger masks regardless of cabin altitude or passenger oxygen
control switch position.

4J-6 Developed for training purposes Citation Excel

April 2002
 Oxygen System

Oxygen System
Power Source LH bus
Pressurized oxygen in storage bottle
Distribution Crew oxygen masks
Passenger oxygen masks
Control Oxygen pressure/regulator
OXYGEN CONTROL VALVE switch
OFF/AUTO/ON positions
MIC OXY MASK selector switch
Mask oxygen selector
Oxygen cylinder shutoff valve
Altitude pressure switch/solenoid valve
Monitor Oxygen pressure gage
Overboard discharge indicator (green disc)
Passengers/masks visual scan
Crew oxygen flow indicator (sweep-on
masks)
Protection Circuit breaker (on “J” box)
Overpressure/overtemperature relief –
overboard discharge disc

Citation Excel Developed for training purposes 4J-7

April 2002
CAE SimuFlite

4J-8 Developed for training purposes Citation Excel

April 2002
CEX CRH Dbl FO Pages 10/9/03 3:58 PM Page 27

Powerplant
Pratt & Whitney 545A Engine

2-STAGE HI PRESSURE HIGH PRESSURE

FAN (N1) COMPRESSOR (AXIAL) STATOR VANES TURBINE (N2)
(N2)

BYPASS
AIR

DIFFUSER

AIR
INTAKE

TURBINE AIR

SINGLE-STAGE HIGH PRESSURE

LOW PRESSURE COMPRESSOR IGNITER 3-STAGE
(CENTRIFUGAL) (N2) LOW PRESSURE
TURBINE (N1)

FRONT GEARBOX AFT GEARBOX

- DC STARTER - HYDRAULIC PUMP
GENERATOR - FUEL PUMP
- AC GENERATOR - BREATHER
- OIL PUMP ASSEMBLY
INTEGRAL
OIL TANK

Citation Excel Developed for training purposes 4K-1

August 2003
CEX CRH Dbl FO Pages 4/3/02 9:00 AM Page 28

CAE SimuFlite

Lubrication System

BEARINGS
1, 2, 3 4
TO BEARINGS 1, #2, #3, #4

FROM FUEL COLD-START PRESSURE

PUMP REGULATING LINE W/VALVE

RETURN TO
FUEL PUMP
RESERVOIR

GRAVITY FEED TO GEAR BOX

PRESSURE
RELIEF VALVE
PUMP ASSEMBLY

FUEL/OIL
PRESSURE
HEAT EXCHANGER ELEMENT

SCREEN CHIP #5
COLLECTOR
LH BUS OR RH BUS BEARING
AGB GEARBOX
GAGE SCAVENGE ACCESSORY
& TEMP
#1, 2 & 3 BEARING

#4 BEARING
FILTER W/BYPASS
MECHANISM

SYSTEM DRAIN

#5 BEARING
SCAVENGE ELEMENT

TO BEARING 5

L
% RPM
N2 R SUPPLY
O
I
L
PUMP PRESSURE
100
LO OIL P
O O O 120 O

PRESS R
I
L 80
I
L
I
L 100
I
L RETURN
E
S P 60 P T 80 T
R R E E
L R S E
S 40
E
S
M
P
60 M
P
L S S 40
20 L R
L R 20

0 0
PSI °C

4K-2 Developed for training purposes Citation Excel

April 2002
April 2002
Citation Excel
BLEED
AIR
SHUTOFF

CONTROL

FROM
FUEL
TANK ENGINE FUEL FUEL FUEL OIL FUEL
DRIVEN CONTROL FLOW HEAT DIV. FUEL NOZZLES
PUMP UNIT EXCHANGER

AUTOMATIC
FUEL FILTER FUEL SHUTOFF
MOTIVE TO
FLOW FLOW
VALVE METER

Developed for training purposes

MOTIVE FLOW
Manual Engine Fuel Control System

TO FUEL TANK

4K-3
Powerplant
CAE SimuFlite

Electronic Engine Control

THROTTLES Mechanical Linkage

Throttle Lever Angle (TLA)

Rotary Valuable Displace
Transformers (RVDT)

Maintenance
Interrogation E.E.C.

Electronic FCU
ADC-LLT. Press.
TTO. Mach # Engine Bleed
Solenoid
Airframe D.C. Control
Bus Transfer
Solenoid
Airframe
Indicators WF Torque
Motor

Remote Engine Sensors

Engine
EEC N1, N2, TTO, ITT

Data BOV Torque

Collection Motor
Unit
BOV LVDT

Airframe
Discretes

4K-4 Developed for training purposes Citation Excel

April 2002
 Powerplant

Powerplant
The Citation Excel is powered by two Pratt & Whitney of Canada
PW545A turbofan engines while the XLS is powered by two
PW545B engines. The PW545A and PW545B are lightweight
twin-spool, front turbofan engines. The PW545A produces
3,804 lbs and the PW545B produces 3,991 lbs of static thrust
at sea level with a medium bypass ratio to permit increased
cruise thrust.
After air enters the engine inlet, a front fan driven by the low
pressure (LP) turbine accelerates air rearward toward the axial
and centrifugal compressors and the full-length, annular
bypass duct. Over 4/5 of the total air flows around the engine
core through the bypass duct.
After the air passes through the fan, an axial compressor, dri-
ven by the low pressure turbine, accelerates the air before
passing it to the centrifugal compressor. The compressor, dri-
ven by the high-pressure (LP) turbine, slings air outward to
accelerate it to a high-velocity, low-pressure flow. The diffuser
converts the high-velocity flow into a low-velocity, high-pressure
flow before it reaches the combustion section.
After entering the annular, reverse-flow combustion section, the
airflow makes a 180° turn forward, then mixes with fuel introduced
by the 11 hybrid fuel nozzles. Initially ignited by two igniter plugs,
the air/fuel mixture burns and expands. The hot combustion
gases then flow to the exit duct where they make a 180° turn
before reaching the HP turbine. As the high velocity gas stream
passes through the turbine, the turbine rotates to extract energy
to drive the centrifugal compressor. The combustion gases then
flow through the three-stage LP turbine to rotate it. The low pres-
sure compressor is a single fan stage integrated bladed rotor
driven by single-stage HP turbine. The high pressure compressor
is driven by a single stage turbine. After exiting the turbine sec-
tion, the gas stream enters the exhaust duct where it mixes with
bypass air to produce forward thrust.

Citation Excel Developed for training purposes 4K-5

November 2004
CAE SimuFlite

Lubrication System
The engine-driven oil pump draws oil from a tank and pro-
vides it under pressure through a fuel/oil heat exchanger and
filter to the engine bearings, bevel and spur gears, and
accessory gearbox.
After leaving the oil tank, oil passes through a chip collector and
through a filtering screen. If the filter becomes clogged, a bypass
valve opens, allowing lubrication to continue. The oil than pass-
es through the pressure element, or main body of the oil pump.
Before the oil enters the fuel/oil heat exchanger, it passes a cold
start/pressure adjusting valve, which bypasses cold oil back into
the tank if the starting oil pressure becomes to high. The cold
start/pressure adjusting valve also serves to maintain the desired
oil pressure. The oil then passes through individual strainers and
to the engine bearings. Pressurized oil from the number 5 bear-
ing continues to the accessory gear box to lubricate it. Four scav-
enge pumps return the oil from the main bearings and the acces-
sory gearbox, to the oil tank.
Pressure and temperature transmitters in the lubrication sys-
tem drive the vertical tape OIL PRESS and OIL TEMP gages.
Below approximately 20 PSI, the respective LO OIL PRESS
L/R annunciator illuminates.
Max oil consumption is 0.2 lbs/hr., tank capacity at max level is
6.13 QT, and 2.44 quarts are usable.

Fuel and Fuel Control

The engine is controlled by a single channel Electronic Engine
Control (EEC) with dispatchable hydromechanical backup. The
primary function of the engine control system is to control the
engine low rotor (N1) speed and thereby the engine thrust in
accordance with the throttle lever position (TLA) or angle and
prevailing ambient conditions.

4K-6 Developed for training purposes Citation Excel

April 2002
 Powerplant

Engine Control System

Normal operation of the engine is controlled by the EEC or
Electronic Engine Control system. In its normal (AUTO) mode,
the system reads throttle lever angle (Position) and provides
detented throttle positions with automatic N1 power settings, lim-
itation of N1 and N2 speed, idle speed by setting N2 RPM on
ground, in-flight and with automatic anti-ice on. This same sys-
tem provides engine synchronization of N1 and N2 shafts and
maintenance functions of engine diagnostics systems.
The EEC receives input from TO probe (Fan Inlet Temperature),
throttle lever angle, Inlet Turbine Temperature (ITT), N1 speed,
Air Data Computer (ADC) data (Pressure Altitude, Temperature
and Mach Number) and discrete inputs such as squat switch sta-
tus, Thrust Reverser position, etc.

Throttle Detents
When the EEC system is functioning normally, the pneumatic
system provides detents in the throttle lever positions so that
power can be set automatically in 1) MAX T.O. (or GO Around),
2) MAX CLIMB (or Max Continuous) power and 3) MAX
CRUISE power.
Normal crew operations should include obtaining maximum N1
settings for takeoff and climb and comparing the numbers with
those set by the EECs. If the EECs revert to manual, the pneu-
matic supply is shut off and the detents will not be present in
the throttles.

Ground Idle
While the EEC system is functioning normally (AUTO) mode, the
engines will idle approximately 48-51% (N2) and the white GND
IDLE annunciator will illuminate. This idle mode will only take
effect 8 seconds after landing, or 8 seconds after selection of
EECs Auto from Manual position.

Citation Excel Developed for training purposes 4K-7

April 2002
CAE SimuFlite

Engine Synchronizing
The engine synch system will match either N1 or N2 shaft RPM
of the right engine to the left engine setting when ENG SYNCH
is selected. Normally the system will have “Authority” to a differ-
ence of 4.75% in the two engine settings.
The switch can be set to synch N1 (Fan) RPMs or N2 (Turbine)
RPM, depending on whether passengers are present in the
cabin. The lower-frequency fan out-of-synch “beats” are more
easily heard in the cabin. The higher-frequency turbine out-of-
synch beats can be heard more easily in the cockpit. Most crews
will find synch of N2 more convenient on “Dead-head” less with
the close-matching of fuel flows.
When the system is shut off, the synch actuator centers, assisting
synching when the system is turned on again. Synch will not func-
tion in EEC manual mode or when throttles are in takeoff detents.

Engine Control System (ECS) Fault Indicators

In the forward tailcone, just below the APU pre-flight panel is an
ECS fault panel that illuminates individual lights for L and R
engines when the Data Collecting Unit (DCU) reaches approxi-
mately 80% of its capacity. Just below the lights is a “Data
Logger” port where engine data can be downloaded, usually at
150-Hour “Phase” intervals. The crew has an engine data scan
button which will record 20-seconds prior to button push through
20-seconds after. This data recording will be marked in a print-
out of DCU data when it is downloaded.

Manual Mode
When the EEC system is not functioning in the automatic mode,
a manual system of regulating fuel flow by the Fuel Control Unit
(FCU) takes over, and an annunciation appears in white EEC
MANUAL L/R. The throttles are connected by cables to the FCU
and in this mode, the FCU regulates N2 RPM. As mentioned
above, there are no detents in the throttle settings nor ground
idle in the EEC manual mode.

4K-8 Developed for training purposes Citation Excel

April 2002
 Powerplant

Throttle Levers
In normal EEC mode, the throttle position is relayed to its respec-
tive EEC by the use of a Rotary Variable Displacement
Transformer (RVDT). This is the device that converts the
mechanical position of the throttle into an electrical value so that
the EEC “Knows” the throttle position at any time. On the same
throttle bellcrank that drives the RVDTs, is a bank of four switch-
es, used to control functioning of pressurizaton, boost pumps
and ignition (Start Sequence), the no-takeoff and landing horns
and the speedbrakes auto-retract system.
Under pressure from the wing fuel system, fuel flows through the
firewall shutoff valve to the engine-driven fuel pump at approxi-
mately 30 PSI. A pressure switch between the firewall shutoff valve
and engine pump illuminates the LO FUEL PRESS L/R annunci-
ator, if fuel pressure drops below approximately 5.30 PSIG.
Low fuel pressure automatically turns the electric fuel boost
pump on if the boost pump switch is in the normal position. The
engine-driven fuel pump then delivers fuel at approximately 200
to 600 PSI through a filter to the fuel control unit (FCU).
In the manual EEC mode, movement of a throttle lever con-
trols the FCU through direct linkage. Each throttle lever has
a mechanical stop that prevents inadvertent selection of CUT-
OFF and a latch that must be released to advance the throt-
tle from CUTOFF to IDLE. In response to throttle movement,
the FCU meters fuel to provide efficient engine operation
based on engine N 2 speed, ambient and compressor dis-
charge pressure, compressor inlet temperature, and throttle
position during starting, acceleration, and shutdown.
Metered fuel from the FCU flows through the fuel/oil heat
exchanger to the flow divider valve and motive flow valve. A fuel
flow transmitter between the FCU and cooler drives the digital
FUEL FLOW gage. The digital readout shows fuel flow from 0 to
1,999 pounds-per-hour (PPH).

Citation Excel Developed for training purposes 4K-9

April 2002
CAE SimuFlite

In the flow divider valve, the fuel flow splits to supply the primary
and secondary manifolds. The divider valve also controls fuel
pressure to the primary manifold during engine start and
ensures that fuel does not enter the manifolds until it reaches a
minimum pressure.
The motive flow valve supplies low pressure high-flow motive
flow fuel to the fuel system’s primary ejector pump.
From the flow divider valve, fuel flows to the fuel manifold
assembly. The assembly then distributes fuel to the fuel nozzle
primary and secondary passages. The fuel nozzles deliver a fine-
ly atomized spray of fuel into the engine’s combustion chamber.
An emergency fuel shutoff system prevents engine overspeed
by cutting fuel flow to the engine, should a catastrophic failure
occur. Axial displacement of the low pressure turbine shaft acti-
vates a plunger in the shutoff valve piston. The piston assembly,
in turn, activates the fuel inlet and emergency shutoff valve. Fuel
flow stops and the engine shuts down.

Ignition
During the engine start cycle, advancing a throttle out of the cut-
off position supplies power from the Battery bus to the ignition
exciters. The exciters provide high-voltage electrical pulses to
the two ignition plugs. The plugs, extending into the combustion
chamber, fire to ignite the fuel/air mixture. When the engine start
cycle terminates, the ignition system deactivates.
Placing the IGNITION LH/RH switch to ON supplies power for con-
tinuous ignition system operation. During ignition system opera-
tion a green light in each ITT gauge illuminates indicating that both
exciters are energized. If one ignitor should fail, ignition will still be
available from the remaining ignitor. If the ignition light does not
illuminate when ignition is selected, or should be automatically
provided, place ignition switches in SEC position and verify if
changing electrical source restores power. If not, check applica-
ble circuit breaker on the left CB panel or fuse in aft J box. Placing
ENGINE ANTI-ICE switch to ON also provides engine ignition.

4K-10 Developed for training purposes Citation Excel

April 2002
 Powerplant

With IGNITION switch in NORM, ignition function is automatic

during start and with engine anti-ice switches ON. Moving the
throttle to IDLE after depressing the start button activates igni-
tion until it is terminated automatically at approximately 38% tur-
bine N2 RPM.

Control
Each throttle lever mechanically connects with its engine FCU
through cables and bellcranks and controls the FCU from cutoff
to full thrust. A mechanical stop prevents inadvertent selection
of the CUTOFF position. A latch must be raised before the throt-
tle can be moved from CUTOFF to the IDLE position. In
response to throttle movement, the FCU then meters fuel to the
engine based on N2 RPM.
During intentional and unintentional thrust reverser operation, a
feedback cable between the thrust reverser actuating mecha-
nism, FCU, and throttle lever ensures that the FCU is in the idle
thrust position during thrust reverser deployment and stowing.
This mechanism also drives the associated throttle lever to the
idle position should an inadvertent deployment occur when the
throttle(s) are above idle.

Vibration Detector
An engine accelerometer is mounted on the top of the engine
secondary case to provide warning in the event of an engine
vibration. The annunciator is white ENG VIB L or R and illumi-
nates at vibration levels well below those that would cause dam-
age to rotor systems.

Auxiliary Power Unit (APU)

(Optional Equipment)
An optional Allied-Signal (Honeywell) model RE 100XL auxiliary
power unit (APU) can be installed in place of the Vapor-Cycle
air conditioning system in CE-560XL aircraft produced after unit
5021. It is capable of producing DC electrical power and bleed
air both on the ground and when airborne.
Citation Excel Developed for training purposes 4K-11
April 2002
CAE SimuFlite

DC electrical power can be used by any aircraft system, and APU

bleed air can be used by the aircraft to operate any pneumatic
system, including the ECU and all service air systems. When the
APU is installed in place of the vapor cycle air conditioner, there
is an increase in Basic Empty Weight and an aftward shift in
Empty Center of Gravity. The net weight increase is approxi-
mately l00 pounds, plus any required nose ballast weight.

Installation
The APU is installed in the upper right tailcone area within a
stainless steel and titanium containment box. The respective
locations of the APU exhaust and intake openings are the same
as the intake and exhaust of the vapor cycle air conditioner, with
a significant materials change to stainless steel in the case of
the APU exhaust area. Access is available for maintenance per-
sonnel in the upper right fuselage through a screw panel and a
latching door for simple procedures such as oil level refilling.

APU Description
The APU is a lightweight, single-shaft, constant-speed gas tur-
bine whose operation is automatic. The APU is designed to
accelerate to a regulated speed and stabilize there, rather than
providing a large range of power settings. The power section
consists of a single-stage centrifugal impeller and single-stage
radial turbine, mounted on a common shaft. This section drives
an integral gearbox, which contains an oil reservoir. The gear-
box reduces the shaft speed to an RPM that is useable by the
generator. Fuel for combustion in most installations is drawn from
the right fuel tank. The right Boost Pump is used to supply fuel
under pressure to the APU fuel control unit and engine-driven
pump. Bleed air from the APU is fed into the bleed air cluster in
the tailcone through a shutoff valve, controlled from the APU
panel on the co-pilots side panel.

4K-12 Developed for training purposes Citation Excel

April 2002
Components
ECU
An Electronic Control Unit, or ECU is located within the APU con-
tainment box, and provides control of start, shutdown, speed
control, and BITE (Built-In Test Equipment) storage and feed of
fault data to a Field Service Monitor for maintenance personnel.
The ECU gathers information prior to APU start when the APU
Test Sequence is initiated, and inhibits the start if it detects a con-
dition that would adversely affect APU operation. The ECU also
controls fuel flow to regulate RPM at 100% (70,200 RPM) and
will shut down the APU if RPM exceeds 108% or if the EGT
exceeds a programmed schedule for ambient conditions.
Starter/Generator
A Starter/Generator is attached to the output shaft of a planetary
gear reduction drive of the APU . During APU start, this unit turns
the APU main shaft through the planetary drive. During APU
operation, it functions as a DC generator. Rated capacity of the
generator is 200 amps on the ground, and 230 amps when air-
borne up to the maximum operating altitude of the APU (FL300).

Normal Operation
The APU is designed to output 28.5VDC and/or bleed air for use
by the aircraft environmental and service air systems. The ECU
normally regulates the operation of the APU based on a priority
system. The highest priority in the system is maintaining shaft
horsepower (which translates for our purposes as Generator
Load). The ECU monitors EGT to protect the APU and regulates
fuel flow to maintain 100% RPM.
Bleed air is extracted from the compressor discharge, and when
significant bleed air is demanded by the aircraft systems the EGT
increases significantly. When there is demand for both outputs
from the APU (DC and bleed air) the ECU will direct a reduction
of the bleed air flow via the Bleed Air Valve. This reduction of
bleed air will ensure adequate shaft horsepower for its higher
priority system, DC Electric.

Citation Excel Developed for training purposes 4K-13

April 2002
CAE SimuFlite

Controls and Indicators

The APU control panel is located on the copilot’s side panel.
Annunciators are located on the right side of the main instrument
panel. In the tailcone area on the right side, a small APU panel,
located above the Tailcone Light Panel, contains an Emergency
Shutoff Button and a switch, and lights for checking the oil level of
the APU.

The copilot’s-side panel contains the APU Master Switch, APU

Test Button, APU Start/Shutdown Toggle Switch, APU Generator
Control Switch, and APU Bleed Air Switch. It also contains the
annunciators for the following: BLEED VAL OPEN, READY TO
LOAD, and values for APU RPM %, APU EGT (°C), and DC Volts.
The copilot’s Main Instrument Panel, near the right edge, con-
tains a red APU FIRE covered switch/light, and amber annunci-
ators for APU RELAY ENGAGED and APU FAIL.
APU amps are indicated on a gauge to the right of the Oxygen
Pressure Gauge, near the right edge of the copilot’s main instru-
ment panel.
The lower, forward comer of the copilot’s CB panel contains three
CBs for the APU. They are MASTER, FIRE DETECT, and ECU.

Operation
The Master Switch routes power to the ECU and illuminates the
displays in the copilot’s APU panel.
When the TEST button is depressed the following should be dis-
played: all three APU annunciators on the copilots main instru-
ment panel, READY TO LOAD, BLEED VAL OPEN annuncia-
tors, and displays of 50% RPM, 500° C, and 0.0 Volts. The TEST
button also initiates a test of the APU Fire System.
Start-Stop switch is placed momentarily into the START position.
If the ECU has detected no faults, the start sequence is initiated
and should be automatic to a stabilized RPM of 100%. The APU

4K-14 Developed for training purposes Citation Excel

April 2002
 Powerplant

RELAY ENGAGED annunciator will remain illuminated during the

start sequence, and should be extinguished when the READY TO
LOAD annunciator illuminates.
Generator Switch is used to signal the APU Generation Control
Unit (GCU) to close the APU power relay when the GCU sens-
es proper voltage. The READY TO LOAD light should illuminate
approximately 4 seconds after the APU reaches 95% RPM. At
this time the Voltage should display 28.5 volts. When the gen-
erator switch is placed into the ON position, the only indication
that the APU Power Relay has closed will be an increase in the
APU Amps Gauge. The APU RELAY ENGAGED annunciator
should be extinguished. Should the APU Generator trip the APU
field relay off line and APU voltage read 0.0, the Generator
Switch can be momentarily placed into the RESET position to
attempt to reset the APU generator Field Relay. If the APU volt-
age returns to 28.5, the APU Generator may be placed on line
by placing the Generator Switch into the ON position.
BLEED AIR switch may be placed in the ON position once the
READY TO LOAD annunciator has illuminated. This opens the
Bleed Air Valve and opens the flow of APU bleed air into the
bleed air cluster prior to the ECU (Environmental Control Unit),
where it may be used to supply bleed air to the ACM and other
aircraft Service Air systems. The BLEED VAL OPEN annuncia-
tor should illuminate, indicating the Bleed Air Valve has opened.
If the ECU is calling for air, conditioned air should be audible from
the Environmental System.
Shutdown is accomplished by shutting off APU Bleed Air by plac-
ing the BLEED AIR switch in the OFF position, placing the GEN-
ERATOR Switch in the OFF position, and momentarily placing the
APU START Switch in the STOP position. Shutdown should be
accomplished prior to climbing through FL300 and the APU MAS-
TER Switch left in the ON position until the APU RPM reaches 0%
RPM. Fuel flow should be manually entered at 110 PPH into the
FMS while the APU is running, and reset to zero when the APU is
shut down. Ensure that APU fuel flow is entered into APU fuel flow,
rather than entering total flow manually as 110 PPH.

Citation Excel Developed for training purposes 4K-15

April 2002
CAE SimuFlite

General
1. APU operation is prohibited until a satisfactory APU test has
been accomplished as contained in the NORMAL PROCE-
DURES section of SUPPLEMENT 16 of the Excel Airplane
Flight Manual (AFM).
2. Starting the APU is prohibited whenever the APU FAIL light is
Illuminated.
3. APU start attempt is prohibited after a dual generator failure.
4. Following shutdown for any reason, APU restart must not be
attempted until 30 seconds after the RPM indicator reads 0%.
5. Applying deice (anti-ice fluid of any type) is prohibited with the
APU operating.
6. Deployment of the thrust reversers for more than 30 seconds
with the APU operating is prohibited.
7. The APU is not approved for unattended operation.

8. The following limits apply to APU starting and operation:

APU Operating Limits
Operating Max ALT Max EGT N1 Fuel Temp Max GEN Ambient
Condition FT °C % °C Load AMPS Temp
(Note 3) (Note 2) °C

Starting 20,000 690 -- Refer to -- -54 to 54

basic AFM
fuel limits
Running 30,000 690 108 Refer to 200 GRD -54 to 54
basic AFM (Note 1)
fuel limits 230 FLT

NOTES:
1. Transient current greater than 200 amperes is approved for
APU gross generator start of the main engines.
2. APU Ammeter Instrument Markings:
a. Red Triangle = 200 amperes
b. Red Line = 230 amperes
3. APU will automatically shut down if EGT limits are exceeded.
4K-16 Developed for training purposes Citation Excel
April 2002
 Powerplant

Battery and APU Starter Cycle Limitations

Starter Limitation
The APU is limited to three start cycles per 30 minutes: three
cycles of operation with 90-second rest periods between start
cycles.
Battery Limitation
Nine APU start cycles per hour. (An APU battery start count 1/3
of a normal engine battery start).
NOTE
1. On the ground, no battery cycle is counted when starting the
main engines using a cross generator start from the APU gen-
erator or from a ground power unit.
2. Use of an external power source with voltage in excess of 28
VDC or current in excess of 1000 amps may damage the
starter. Minimum 800 amps for start.
3. 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 Excel Maintenance
Manual for procedure.

Citation Excel Developed for training purposes 4K-17

April 2002
CAE SimuFlite

4K-18 Developed for training purposes Citation Excel

April 2002
 Thrust Reverser System
Thrust Reverser System

Citation Excel Developed for training purposes 4L-1

April 2002
CAE SimuFlite

4L-2 Developed for training purposes Citation Excel

April 2002
 Thrust Reversers

Thrust Reverser System

When deployed, the hydraulically operated and electrically con-
trolled thrust reversers deflect engine thrust forward to decrease
landing roll and brake wear.

Deploy
Before thrust reverser deployment can begin, the throttle
levers must be in the idle position and either landing gear
squat switch must be in the on-ground mode (main landing
gear struts compressed).
Pulling the thrust reversers levers up begins the deploy sequence
by actuating the stow/deploy switches to the deploy position.
There is a 2 second delay before the signal is sent to the hydraulic
control valve solenoids. The hydraulic system bypass valve then
closes and system pressure builds. The isolation valve then
opens to admit pressurized fluid into the thrust reverser system
hydraulic lines; the ARM lights illuminate once hydraulic pressure
reaches 200 PSI. The control valve then shifts to admit hydraulic
pressure to the thrust reverser actuator deploy ports.
Initial movement of the actuators from the stowed position actu-
ates the stow limit switches to the unlocked position; the
UNLOCK lights illuminate. Under hydraulic pressure, the actua-
tors continue moving to drive the thrust reverser doors to the
deployed position. When the doors reach the fully deployed posi-
tion, deploy limit switches actuate to illuminate the DEPLOY
lights and release the throttle lock solenoid. Full range of reverse
thrust is now available, however, reverse thrust is limited to 75%
of the TO/GA N1 thrust setting for any condition.

Citation Excel Developed for training purposes 4L-3

April 2002
CAE SimuFlite

Stow
Moving the thrust reverser levers forward and down begins the
stow sequence by moving the stow/deploy switches to the stow
position. The control valves then shift to route hydraulic pressure
to the thrust reverser actuator stow ports. As the thrust reversers
begin stowing, the deploy limit switches de-actuate to extinguish
the DEPLOY lights. When the reverser mechanism stows and
locks, the stow limit switch de-actuates to extinguish the
UNLOCK lights, close the isolation valve, and open the hydraulic
system bypass valve. The ARM light extinguishes after the iso-
lation valve closes and pressure in the thrust reverser system
drops below 200 PSI.

Emergency Stow
If a thrust reverser unlocks or begins deploying in flight, the
associated UNLOCK light illuminates. A feedback mechanism
between the thrust reverser operating mechanism and the
engine’s fuel control limit then reduces engine power to idle
thrust. Placing the associated STOW switch in the STOW
EMER position supplies 28V DC to close the hydraulic system
bypass valve, open the isolation valve, and shift the control
valve to the stow position. Hydraulic pressure then forces the
unlocked thrust reverser to the stowed position. During an
emergency stow the ARM light remains illuminated and the
hydraulic system bypass valve remains closed as long as the
STOW switch is in the STOW EMER position.
The emergency stow function can be checked on the ground by
deploying the reversers normally and then actuating each
emergency stow switch. The DEPLOY and UNLOCK lights shall
extinguish. The ARM light and the HYD PRESS ON annuncia-
tor remain illuminated. Return the thrust reverser level to the
stowed position, then turn each emergency stow switch off. All
lights shall extinguish.

4L-4 Developed for training purposes Citation Excel

April 2002
 Thrust Reversers

Thrust Reverser System

Power Source LH bus

RH bus
Hydraulic system
Distribution Deploy cycle (T/R lever aft):
Hydraulic open-center bypass valves
(closes)
Isolation solenoide valve open
Thrust reverser hydraulic system
(pressurized)
With either landing gear squat switch
actuated:
Deploy solenoid/control valve actuated
Reverser actuator deploy port actuated
Thrust reverser buckets open
Stow limit switch disengage
Deploy limit switch engaged
Stow cycle (thrust reverser lever forward):
Stow solenoid/control valve actuated
Reverser actuate stow port actuated
Deploy limit switch disengaged
Thrust reverser buckets closed
Stow limit switch engaged
Thrust reverser hydraulic system
(depressurized)
Isolation solenoid valve closed
Hydraulic open-center bypass valve
(opens)
Control Thrust reverser levers
Emergency STOW switch
EMER/NORM
LH/RH ENGINE FIRE PUSH switchlights
Rotary TEST SELECTOR switch:
T/REV position
Monitor DEPLOY/UNLOCK/ARM lights
HYD PRESS (on) annunciator
MASTER WARNING lights

Citation Excel Developed for training purposes 4L-5

April 2002
CAE SimuFlite

4L-6 Developed for training purposes Citation Excel

April 2002
Flight Planning
Table of Contents
Frequent or Planned Destinations Record . . . . . . . 5-3
Flight Planning – General . . . . . . . . . . . . . . . . . 5-5
Takeoff Weight Determination . . . . . . . . . . . . . . . . 5-5
Takeoff Profile (One Engine Inoperative) . . . . . . . . . . 5-7
Landing Weight Determination . . . . . . . . . . . . . . . 5-8
Landing Profile . . . . . . . . . . . . . . . . . . . . . . . . 5-9
Weight and Balance Form Completion Instructions . . . 5-11
International Flight Planning
Frequently Used International Terms . . . . . . . . . . . 5-13
International Operations Checklist . . . . . . . . . . . . . 5-15
ICAO Flight Plan Form Completion – Items 7-19 . . . . 5-23
FAA Flight Plan Form Completion Instructions . . . . . . 5-33
ICAO Weather Format . . . . . . . . . . . . . . . . . . . 5-37

Citation Excel Developed for training purposes 5-1

April 2002
CAE SimuFlite

5-2 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Frequent or Planned Destinations Record

Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )

Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )

Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )

Notes

Citation Excel Developed for training purposes 5-3

April 2002
CAE SimuFlite

Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )

Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )

Airport Ident.
FBO Freq. Tel: ( )
Fax: ( )
Hotel Tel: ( )
Fax: ( )
Catering Tel: ( )

Notes

5-4 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Flight Planning - General

Takeoff Weight Determination
Charts in the Aircraft Flight Manual (AFM) Performance Section
IV provide the means to determine the maximum takeoff gross
weight permitted by FAR 25 as well as associated speeds and
flight paths.
The flow chart (Figure 5-1) on the following page illustrates the
steps to determine appropriate takeoff weight.
Takeoff weight is limited by the most restrictive of the following:
■ maximum certified takeoff weight
■ maximum takeoff weight permitted by climb requirements
■ takeoff field length.

NOTE: The aircraft may be limited in takeoff gross weight by

the most restrictive of aircraft conditions, airport conditions,
and atmospheric conditions.

Citation Excel Developed for training purposes 5-5

April 2002
CAE SimuFlite

Takeoff Weight Determination Procedure

AIRCRAFT WT. MEETS
RUNWAY CONDITION/LENGTH SIMPLIFIED YES TAKEOFF SPEEDS
ATMOSPHERIC CONDITIONS TAKEOFF AND POWER SETTING
CRITERIA

RECOMMENDED MIN.
NO
TURN AROUND TIME
FINISHED

CHOOSE TAKEOFF FLAP SETTING

FIND THE MOST RESTRICTIVE
WEIGHT FOR THE FLAP SETTING

MAXIMUM WEIGHT OBSTACLE CLEARANCE

TAKEOFF FIELD LENGTH
PERMITTED BY CLIMB REQUIRED GRADIENT
REQUIREMENTS (COMPUTED)
VS V1 VR V2 VENR
NET CLIMB GRADIENT
ANTI-ICE ON OR OFF?
ANTI-ICE ON OR OFF?

NO ANTI-ICE/
RUNWAY GRADIENT

YES

TAKEOFF CORRECTION
FACTORS

ADJUSTED V1
ADJUSTED TAKEOFF
FIELD LENGTH

MAXIMUM
STRUCTURAL COMPARE AND SELECT
WEIGHT LIMITS LOWEST WEIGHT

TAKEOFF / GO-AROUND
THRUST SETTING

MAXIMUM CONTINUOUS
THRUST SETTING

ANTI-ICE ON OR OFF?

FINISHED
5-1

5-6 Developed for training purposes Citation Excel

August 2003
 Flight Planning

Takeoff Profile
(One Engine Inoperative)

TOTAL TAKEOFF PATH HORIZONTAL DISTANCE

1st
SEGMENT

2nd
TAKEOFF DISTANCE SEGMENT

REFERENCE
ZERO GEAR
UP
GROUND ROLL

VLOF 1500 FEET

BRAKE
RELEASE MINIMUM
V1 VR V2
35 FEET

BOTH
ENGINE ONE INOPERATIVE

THRUST TAKE-OFF THRUST

AIRSPEED VARIABLE V2

RETRACTION
LANDING
GEAR DOWN RETRACTED

FLAPS TAKE-OFF SETTING

POSITIVE 2.4%
MIN. TO FLIGHT PATH CLIMB GRADIENTS
1.6%
NET CLIMB GRADIENT

5-2

Takeoff weight is limited by the most restrictive of:

■ maximum certified takeoff weight
■ maximum takeoff weight permitted by climb requirements
■ takeoff field length.

Citation Excel Developed for training purposes 5-7

April 2002
CAE SimuFlite

Landing Weight Determination

Charts in the AFM Performance Section IV provide the means
to determine the approach and landing climb performance,
landing field length requirements, and approach speed values.
The flow chart (Figure 5-3) illustrates the steps to determine
maximum allowable landing gross weight.

Landing Weight Determination

Procedure
AIRCRAFT , AIRPORT, AND
ATMOSPHERIC CONDITIONS

MAXIMUM LANDING LANDING DISTANCE

WEIGHT PERMITTED BY
CLIMB REQUIREMENTS
OR BRAKE ENERGY OBTAIN VREF AND VAC (VAPP)

ANTI-ICE ON OR OFF?

NO
RUNWAY GRADIENT

YES

APPLY LANDING
DISTANCE CORRECTION
FACTOR

STRUCTURAL COMPARE AND SELECT

WEIGHT LIMITS LOWEST WEIGHT

TAKEOFF/GO AROUND
THRUST SETTING

ANTI-ICE ON OR OFF?

FINISHED

5-3

5-8 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Landing Profile
The maximum allowable landing weight (Figure 5-4) is limited
by the most restrictive of the following:
■ maximum certified landing weight
■ maximum landing weight permitted by climb requirements or
brake energy
■ landing distance.

CLIMB: BALKED LANDING

(ALL ENGINE 3.2% MIN
GRADIENT NOT LIMITING)

CLIMB: ONE-ENGINE INOPERATIVE

(2.1% MIN GRADIENT LIMITING)

VREF = 1.3 VSO

50 FT

THRESHOLD LANDING DISTANCE

BRAKE
ENERGY

EFFECTIVE RUNWAY LENGTH

5-4

Citation Excel Developed for training purposes 5-9

April 2002
CAE SimuFlite

Sample Weight and Balance

Loading Form
ITEM WEIGHT MOMENT/
PAYLOAD COMPUTATIONS
(POUNDS) 100

ITEM ARM WEIGHT MOMENT/

1. BASIC EMPTY WEIGHT
(INCHES) (POUNDS) 100 * Airplane CG = _______
335.0 12,264 41,085
OCCUPANTS 2. PAYLOAD
PILOT 143.90 3. ZERO FUEL WEIGHT
(subtotal)
COPILOT 143.90
Do not exceed maximum
SEAT 3 229.46 zero fuel weight of 15,000
pounds.
4
SEAT __ 229.46 * Airplane CG = _______
5
SEAT __ 283.65 4. FUEL LOADING
6
SEAT __ 283.65 5. RAMP WEIGHT
7
SEAT __ 327.18 (subtotal) Do not exceed
maximum ramp weight of
8
SEAT __ 327.18 20,200 pounds.
10 FWD
SEAT __ 186.20 * Airplane CG = _______

10 AFT
SEAT __ 205.91 6. LESS FUEL FOR TAXIING

TOILET 357.50 7. TAKEOFF WEIGHT * *

Do not exceed maximum * * *
takeoff weight of 20,000
TAILCONE pounds.
BAGGAGE 431.00
* Airplane CG = _______ * * *
LH FWD 172.09 8. LESS FUEL TO
REFR. CTR DESTINATION
AFT CLOSET 374.00 9. LANDING WEIGHT * *
Do not exceed maximum
CHART CASE 158.10
landing weight of 18,700 * **
pounds.
*Airplane CG = _______ * * *

*Airplane CG = MOMENT/100 X 100

WEIGHT
* * Totals must be within approved weight and center-of-
gravity limits. It is the responsibility of the operator to
ensure that the airplane is loaded properly .
CABINET
The Basic Empty Weight CG is noted on the Airplane
CONTENTS
Weighing Form. If the airplane has been altered, refer to
the Weight and Balance Record for information.

PAYLOAD * * * Enter the Center-of-Gravity Limits Envelope Graph to

(Subtotal) verify airplane is loaded within approved limits.

5-10 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Weight and Balance Form

Completion Instructions
Follow the steps below to compute a loading moment and
establish that CG is within allowable limits.
1. Obtain basic empty weight and moments from the aircraft
weighing form. If the aircraft has been altered, refer to the
weight and balance record. Basic empty weight is the weight
of the aircraft, including full oil and all undrainable fluids.
2. Use the Crew and Passenger Compartment Weight and
Moment Table to determine the moment for each load station.
3. Use the Baggage Compartment Weight and Moment Table
to determine the moment for baggage loading in the tail-
cone compartment.
4. Use the Cabinet Compartment Weight and Moment Tables to
determine the moment for any cabinet contents. Total the
weight and moments for the crew and passengers, baggage,
and cabinet contents. Enter the totals in the payload position
of the Weight and Balance Form.
5. Use the Fuel Loading Moment Table to determine the
moment of the fuel being loaded. Enter the weight and
moment of the fuel in the Weight and Balance form.
6. Determine the fuel and moment used for taxi. Assume a
standard 200-lb burnoff. The difference between the starting
fuel moment and the moment of the fuel remaining on board
after taxi equals the taxi fuel moment. Subtract the taxi fuel
weight and moment from the ramp weight and moment to
find the takeoff weight and moment. Check that the opera-
tional takeoff weight is within limits.
7. Compute the takeoff CG in inches by dividing the takeoff
weight into the takeoff moment x 100. Enter the CG Limits
Envelope Graph at the bottom with the computed CG and
move up to the Takeoff Weight line. If the intersection of
these two lines falls within the shaded area, the aircraft is
within CG limits for takeoff.

Citation Excel Developed for training purposes 5-11

April 2002
CAE SimuFlite

8. To determine the estimated weight of the fuel to be used to

reach destination, compute the difference between the fuel
moment remaining after taxi and the fuel moment remaining
after reaching destination. Enter the weight of the fuel burned
and the computed moment on the Weight and Balance form
and subtract them from the takeoff weight figures. Confirm
that the landing weight is within limits.
9. Compute the landing CG in inches by dividing the landing
weight into the landing moment x 100. Enter the CG Limits
Envelope Graph at the bottom with the computed CG and
move up to the Landing Weight line. If the intersection of
these two lines falls within the shaded area, the aircraft is
within CG limits for landing.

5-12 Developed for training purposes Citation Excel

April 2002
 Flight Planning

International Flight Planning

Frequently Used International Terms
International Term Explanation
ACC Area Control Center
ADCUS Advise Customs
AFIL Air-Filed ICAO Flight Plan
ARINC Aeronautical Radio Inc.
ATS Air Traffic Services
BERNA Swiss Radio Service
DEC General Declaration (customs)
ETP Equal Time Point (navigation)
FIC Flight Information Center
FIR Flight Information Region
GCA Ground Controlled Approach

GEOMETER A clear plastic attachment to a globe that

aids in making surface measurements and
determining points on the globe

IATA International Air Traffic Association

ICAO International Civil Aviation Organization
MET See METAR
METAR Routine Aviation Weather Reports
MNPS Minimum Navigation Performance
Specifications
NAT North Atlantic

Citation Excel Developed for training purposes 5-13

April 2002
CAE SimuFlite

International Term Explanation

NOPAC North Pacific

OAG Official Airline Guide
OKTA Measure of cloud cover in eighths (five
OKTAs constitute a ceiling)
OTS Organized Track Structure
PPO Prior Permission Only
PSR Point of Safe Return (navigation)

QFE Used in some nations; an altimeter setting

that causes the altimeter to read zero feet
when on the ground

QNE Altimeter setting used at or above

transition altitude (FL 180 in U.S.); this
setting is always 29.92

QNH Altimeter setting that causes altimeter to

read field elevation on the ground
SITA Societe Internationale de
Telecommunications Aeronautiques;
international organization provides global
telecommunications network information to
the air transport industry
SPECI Aviation selected special WX reports
SSR Secondary Surveillance Radar
TAF Terminal Airdrome Forecast
UIR Upper Information Region
UTA Upper Control Area
WWV/WWVH Time and frequency standard broadcast
stations

5-14 Developed for training purposes Citation Excel

April 2002
 Flight Planning

International Operations Checklist

Aircrews are required to carry all appropriate FAA licenses and
at least an FCC Restricted Radio Telephone Operations license.
In addition, passport, visas, and an International Certificate of
Vaccination are often required. The International Flight
Information Manual (IFIM) specifies passport, inoculation and
visa requirements for entry to each country.
The IFIM is a collection of data from Aeronautical Information
Publications (AIP) published by the Civil Aviation Authorities
(CAA) of various countries.
The following detailed checklist should be helpful in establishing
international operations requirements and procedures. You may
want to use it to prepare your own customized checklist for your
organization’s planned destinations.
I. DOCUMENTATION
PERSONNEL, CREW
❒ Airman’s certificates
❒ Physical
❒ Passport
❒ Extra photos
❒ Visa
❒ Tourist card
❒ Proof of citizenship (not driver’s license)
❒ Immunization records
❒ Traveler’s checks
❒ Credit cards
❒ Cash
❒ Passenger manifest (full name, passport no.)
❒ Trip itinerary
❒ International driver’s license

Citation Excel Developed for training purposes 5-15

April 2002
CAE SimuFlite

AIRCRAFT
❒ Airworthiness certificate
❒ Registration
❒ Radio licenses
❒ MNPS certification
❒ Aircraft flight manual
❒ Maintenance records
❒ Certificates of insurance (U.S. military and foreign)
❒ Import papers (for aircraft of foreign manufacture)

II. OPERATIONS
PERMITS
❒ Flight authorization letter
❒ Overflights
❒ Landing
❒ Advance notice
❒ Export licenses (navigation equipment)
❒ Military
❒ Customs overflight
❒ Customs landing rights

SERVICES
Inspection
❒ Customs forms
❒ Immigrations
❒ Agricultural (disinfectant)

5-16 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Ground
❒ Handling agents
❒ FBOs
❒ Fuel (credit cards, carnets)
❒ Prist
❒ Methanol
❒ Anti-ice/De-ice
❒ Maintenance
❒ Flyaway kit (spares)
❒ Fuel contamination check
Financial
❒ Credit cards
❒ Carnets
❒ Letters of credit
❒ Banks
❒ Servicing air carriers
❒ Handling
❒ Fuelers
❒ Traveler’s checks
❒ Cash

Citation Excel Developed for training purposes 5-17

April 2002
CAE SimuFlite

COMMUNICATIONS
Equipment
❒ VHF
❒ UHF
❒ HF SSB
❒ Headphones
❒ Portables (ELTs, etc.)
❒ Spares

Agreements
❒ ARINC
❒ BERNA (Switzerland)
❒ SITA
❒ Stockholm

NAVIGATION
Equipment
❒ VOR
❒ DME
❒ ADF
❒ Inertial
❒ VLF/OMEGA
❒ LORAN
❒ GPS

5-18 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Publications
❒ Onboard computer (update)
❒ En route charts (VFR, IFR)
❒ Plotting charts
❒ Approach charts (area, terminal)
❒ NAT message (current)
❒ Flight plans
❒ Blank flight plans

III. OTHER PUBLICATIONS

❒ Operations manual
❒ International Flight Information Manual
❒ Maintenance manuals
❒ Manufacturer’s sources
❒ World Aviation Directory
❒ Interavia ABC
❒ Airports International Directory
❒ MNPS/NOPAC
❒ Customs Guide
IV. SURVIVAL EQUIPMENT
❒ Area survival kit (with text)
❒ Medical kit (with text)
❒ Emergency locator transmitter
❒ Floatation equipment
❒ Raft
❒ Life Jackets

Citation Excel Developed for training purposes 5-19

April 2002
CAE SimuFlite

V. FACILITATION AIDS
❒ U.S. Department of State
❒ U.S. Department of Commerce
❒ U.S. Customs Service
❒ National (FAA) Flight Data Center Notams
❒ FAA Office of International Aviation
❒ FAA Aviation Security
VI. OTHER CONSIDERATIONS
❒ Pre-flight planner
❒ Aircraft locks
❒ Spare keys
❒ Security devices
❒ Commissary supplies
❒ Electrical adapters (razors, etc.)
❒ Ground transportation
❒ Hotel reservations
❒ NBAA International Feedback cards
❒ Catering
❒ WX service
❒ Reservations
❒ Slot times

5-20 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Citation Excel Developed for training purposes 5-21

April 2002
 5-22
AIR TRAFFIC SERVICES SERVICES DE LA CIRCULATION AERIENNE
ICAO FLIGHT PLAN OACI PLAN DE VOL

PRIORITY / PRIORITE ADRESSEE(S) / DESTINATAIRE(S)

FF
CAE SimuFlite

FILING TIME / HEURE DE DEPOT ORIGINATOR / EXPEDITEUR

SPECIFIC IDENTIFICATION OF ADDRESSEE(S) AND/OR ORIGINATOR / IDENTIFICATION PRECISE DU9DES0 DESTINATAIRE(S) ET/OU DE L'EXPEDITEUR

MESSAGE / TYPE DE MESSAGE AIRCRAFT IDENTIFICATION / IDENTIFICATION DE L'AERONEF FLIGHT RULES / REGLES DE VOL TYPE OF FLIGHT / TYPE DE VOL

7 8
WAKE TURBULENCE CAT
NUMBER / NOMBRE TYPE OF AIRCRAFT / TYPE D'AERONEF CAT. DE TURBULENCE DE SILLAGE EQUIPMENT / EQUIPMENENT
9
10
DEPARTURE AERODROME / AERODROME DE DEPART TIME / HEURE

13
CRUSING SPEED
VITESSE CROISIERE LEVEL / NIVEAU ROUTE / ROUTE
15
ICAO International Flight Plan Form

TOTAL EFT / DUREE TOTALE ESTIMEE

DESTINATION AERODROME ALTN AERODROME 2ND ALTN AERODROME
16 AERODROME DE DESTINATION HR. MIN. AERODROME DE DEGAGEMENT 2EME AERODROME DE DEGAGEMENT

18 OTHER INFORMATION / RESEIGNEMENTS DIVERS

SUPPLEMENTARY INFORMATION (NOT TO BE TRANSMITTED IN FPL MESSAGES)

RENSEIGMNEMENTS COMPLEMENTAIRES (A NE PAS TRANSMETTRE DANS LES MESSAGES SE PLAN DE VOL DEPOSE)
19 ENEURANCE / AUTONOMIE EMERGENCY RADIO / RADIO DE SECOURS

HR. MIN. PERSONS ON BOARD / PERSONNES A BORD UHF VHF ELBA

E P R U V E
SURVIVAL EQUIPMENT / EQUIPEMENT DE SURVIE JACKETS / GILETS DE SAUVETAGE
POLAR DESERT MARITIME JUNGLE LIGHT FLUORES
POLAIRE DESERT MARITIME JUNGLE LAMPE FLUORES UHF VHF

S P D M J J L F U V
DINGHIES / CANOTS
NUMBER CAPACITY COVER COLOR
NUMBRE CAPACITE COUVERTURE COULEUR

D C
AIRCRAFT COLOUR AND MARKINGS / COUEUR ET MARQUES DE L'AERONEF

A
REMARKS / REMARQUES

N
PILOT-IN-COMMAND / PILOTE COMMANDANT DE BORD

C )
FILED BY / DEPOSE PAR SPACE RESERVED FOR ADDITIONAL REQUIREMENTS / ESPACE RESERVE A DES FINS SUPPLEMENTAIRES
Developed for training purposes
April 2002
Citation Excel
 Flight Planning

ICAO Flight Plan Form Completion –

Items 7-19
Complete all ICAO flight plans prior to departure. Although the
ICAO flight plan form is printed in numerous languages, the for-
mat is always the same.
Always enter cruising speed and cruising level as a group. In the
body of the flight plan form, if one item changes, the other item
must be re-entered to keep speed and level a matched pair.
Always enter latitude and longitude as 7 or 11 characters. If enter-
ing minutes of one, enter minutes of the other as well, even if zeros.
Significant points should not be more than one hour apart.
Consider entering overflight/landing permissions after RMK/
in Item 18.

Item 7: Aircraft Identification

(7 characters maximum)
Insert (A) the aircraft registration marking or (B) aircraft operating
agency ICAO designator followed by the flight identification.
A. Insert only the aircraft registration marking (e.g., EIAKO,
4XBCD, N2567GA) if one of the following is true:
■ the aircraft’s radiotelephony call sign consists of the aircraft
registration marking alone (e.g., OOTEK)
■ the registration marking is preceded by the ICAO telephone
designator for the aircraft operating agency (e.g., SABENA
OOTEK
■ the aircraft is not equipped with radio.

Citation Excel Developed for training purposes 5-23

April 2002
CAE SimuFlite

B. Insert the ICAO designator for the aircraft operating agency

followed by the flight identification (e.g., KL511, WT214,
K7123, JH25) if the aircraft’s radiotelephony call sign con-
sists of the ICAO telephony designator for the operating
agency followed by the flight identification (e.g. KLM 511,
NIGERIA 213, KILO UNIFORM 123, JULIETT HOTEL 25).

Item 8: Flight Rules and Type of Flight

(1 or 2 characters)
Flight Rules: Insert one of the following letters to denote the
intended flight rules category:
I if IFR
V if VFR
Y if IFR first*
Z if VFR first*
*Note: Specify in Item 15 (Route) the point(s) where a
flight rules change is planned.
Type of Flight: Insert one of the following letters to denote the
type of flight when so required by the appropriate ATS authority:
S if scheduled air service
N if non-scheduled air transport operation
G if general aviation
M if military
X if other than the above

Item 9: Number (1 or 2 characters) and Type of

Aircraft (2 to 4 characters) and Wake Turbulence
Category (1 character)
Number of Aircraft: Insert number of aircraft if more than one.
Type of Aircraft: Insert the appropriate designator as specified
in ICAO Doc 8643, Aircraft Type Designators. If no such desig-
nator has been assigned, or in case of formation flight compris-
ing more than one aircraft type, insert ZZZZ, then specify in Item
18 the number(s) and type(s) of aircraft, preceded by TYP/.

5-24 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Wake Turbulence Category: Insert / + H, M, or L:

/H Heavy – maximum certificated T/O mass of 136,000 kg
(300,000 lbs) or more
/M Medium – maximum certificated T/O mass of less than
136,000 kg but more than 7,000 kg (between 15,500
and 300,000 lbs)
/L Light – maximum certificated T/O mass of 7,000 kg or
less (15,500 lbs)

Item 10: Equipment

Radio Communication, Navigation, and Approach Aid
Equipment: Insert one of the following letters:
N if COM/NAV/approach aid equipment is not carried or
is inoperative;
S if standard COM/NAV/approach aid equipment (VHF
RTF, ADF, VOR, ILS, or equipment prescribed by ATS
authority) is on board and operative;
and/or insert one of the following letters to indicate corre-
sponding COMM/NAV/approach aid equipment is available
and operative:
A not allocated O VOR
B not allocated P not allocated
C LORAN C Q not allocated
D DME R RNP type certification
E not allocated
F ADF T TACAN
G (GNSS) U UHF RTF
H HF RTF V VHF RTF
I Inertial Navig. W when prescribed by ATS
J (Data Link) X when prescribed by ATS
K (MLS) Y when prescribed by ATS
L ILS Z Other (specify in Item 18)
M Omega

Citation Excel Developed for training purposes 5-25

April 2002
CAE SimuFlite

SSR Equipment: Insert one of the following letters to describe

the operative SSR equipment on board:
N None
A Transponder Mode A (4 digits- 4 096 codes)
C Transponder Mode A and Mode C
X Transponder Mode S without aircraft ID or pressure-
altitude transmission
P Transponder Mode S with pressure altitude transmis-
sion, but without aircraft ID transmission
I Transponder Mode S with aircraft ID transmission, but
without pressure-altitude transmission
S Transponder Mode S with both pressure altitude and
aircraft ID transmission

Item 13: Departure Aerodrome (4 characters) and

Time (4 characters)
Departure Aerodrome: Insert one of the following:
■ ICAO four-letter location indicator of the departure aerodrome
■ If no location indicator assigned, insert ZZZZ, then specify in
Item 18 the name of the aerodrome, preceded by DEP/
■ If flight plan submitted while in flight, insert AFIL, then speci-
fy in Item 18 the four-letter location indicator of the ATS unit
from which supplementary flight plan data can be obtained,
preceded by DEP/.
Time: Insert one of the following:
■ for a flight plan submitted before departure: the estimated off-
block time
■ for a flight plan submitted while in flight: the actual or esti-
mated time over the first point of the route to which the flight
plan applies.

5-26 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Item 15: Cruising Speed (5 characters), Cruising

Level (5 characters), and Route
Cruising Speed: Insert the true air speed for the first or whole
cruising portion of the flight in one of the following forms:
■ Kilometers per hour: K + 4 figures (e.g., K0830)
■ Knots: N + 4 figures (e.g., N0485)
■ Mach number: M + 3 figures (e.g., M082) if prescribed by ATS.
Cruising Level: Insert the planned cruising level for the
first or whole portion of the planned route using one of the
following forms:
■ Flight level: F + 3 figures (e.g., F085; F330)
■ Standard metric level in tens of metres: S + 4 figures (e.g.,
S1130) if prescribed by ATS
■ Altitude in hundreds of feet: A + 3 figures (e.g., A045; A100)
■ Altitude in tens of metres: M + 4 figures (e.g., M0840)
■ For uncontrolled VFR flights: VFR.
Route: Include changes of speed, level, and/or flight rules.
For flights along designated ATS routes:
■ If the departure aerodrome is on or connected to the ATS
route, insert the designator of the first ATS route.
■ If the departure aerodrome is not on or connected to the ATS
route, insert the letters DCT followed by the point of joining the
first ATS route, followed by the designator of the ATS route.
■ Insert each point at which a change of speed, change of
level, change of ATS route, and/or a change of flight rules is
planned. For a transition between lower and upper ATS
routes oriented in the same direction, do not insert the point
of transition.
■ In each case, follow with the designator of the next ATS route
segment even if it is the same as the previous one (or with DCT
if the flight to the next point is outside a designated route), unless
both points are defined by geographical coordinates.

Citation Excel Developed for training purposes 5-27

April 2002
CAE SimuFlite

Flights outside designated ATS routes:

■ Insert points not normally more than 30 minutes flying time or
200 nautical miles apart, including each point at which a
change of speed or level, a change of track, or a change of
flight rules is planned.
■ When required by ATS, define the track of flights operating
predominantly in an east-west direction between 70°N and
70°S by reference to significant points formed by the inter-
sections of half or whole degrees of latitude with meridians
spaced at intervals of 10 degrees of longitude. For flights
operating in areas outside those latitudes, define the tracks
by significant points formed by the intersection of parallels of
latitude with meridians normally spaced not to exceed one
hour’s flight time. Establish additional significant points as
deemed necessary.
For flights operating predominantly in a north-south direction,
define tracks by reference to significant points formed by the
intersection of whole degrees of longitude with specified par-
allels of latitude that are spaced at 5 degrees.
■ Insert DCT between successive points unless both points are
defined by geographical coordinates or bearing and distance.
Examples of Route Sub-entries
Enter a space between each sub-entry.
1. ATS route (2 to 7 characters): BCN1, B1, R14, KODAP2A
2. Significant point (2 to 11 characters): LN, MAY, HADDY
■ degrees only (7 characters – insert zeros, if necessary):
46N078W
■ degrees and minutes (11 characters – insert zeros if nec-
essary): 4620N07805W
■ bearing and distance from navigation aid (NAV aid ID [2 to
3 characters] + bearing and distance from the NAV aid [6
characters – insert zeros if necessary]): a point 180 mag-
netic at a distance of 40 nautical miles from VOR “DUB”
= DUB180040

5-28 Developed for training purposes Citation Excel

April 2002
 Flight Planning

3. Change of speed or level (max 21 characters):

insert point of change/cruising speed and level –
LN/N0284A045, MAY/N0305F180, HADDY/N0420F330,
DUB180040/M084F350
4. Change of flight rules (max 3 characters):
insert point of change (space) change to IFR or VFR – LN
VFR, LN/N0284A050 IFR
5. Cruise climb (max 28 characters):
insert C/point to start climb/climb speed / levels –
C/48N050W/M082F290F350
C/48N050W/M082F290PLUS
C/52N050W/M220F580F620

Item 16: Destination Aerodrome (4 characters), Total

Estimated Elapsed Time (EET, 4 characters),
Alternate Aerodrome(s) (4 characters)
Destination aerodrome: insert ICAO four-letter location indicator.
If no indicator assigned, insert ZZZZ.
Total EET: insert accumulated estimated elapsed time. If no loca-
tion indicator assigned, specify in Item 18 the name of the aero-
drome, preceded by DEST/.
Alternate aerodrome(s): insert ICAO four-letter location indicator.
If no indicator assigned to alternate, insert ZZZZ and specify in
Item 18 the name of the alternate aerodrome, preceded by
ALTN/.

Citation Excel Developed for training purposes 5-29

April 2002
CAE SimuFlite

Item 18: Other Information

This section may be used to record specific information as
required by appropriate ATS authority or per regional air navi-
gation agreements. Insert the appropriate indicator followed by
an oblique stroke (/) and the necessary information. See
examples below.
■ Estimated elapsed time/significant points or FIR boundary
designators: EET/CAP0745, XYZ0830.
■ Revised destination aerodrome route details/ICAO aerodrome
location indicator: RIF/DTA HEC KLAX. (Revised route sub-
ject to reclearance in flight.)
■ Aircraft registration markings, if different from aircraft I.D. in
Item 7: REG/N1234.
■ SELCAL code: SEL/ .
■ Operator’s name, if not obvious from the aircraft I.D. in Item
7: OPR/ .
■ Reason for special handling by ATS (e.g., hospital aircraft,
one-engine inoperative): STS/HOSP, STS/ONE ENG INOP.
■ As explained in Item 9: TYP/ .
■ Aircraft performance data: PER/ .
■ Communication equipment significant data: COM/UHF Only.
■ Navigation equipment significant data: NAV/INS.
■ As explained in Item 13: DEP/ .
■ As explained in Item 16: DEST/ , or ALTN/ .
■ Other remarks as required by ATS or deemed necessary:
RMK/ .

5-30 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Item 19: Supplementary Information

Endurance: insert fuel endurance in hours and minutes.
Persons on Board: insert total persons on board, including pas-
sengers and crew. If unknown at time of filing, insert TBN (to be
notified).
Emergency Radio, Survival Equipment, Jackets, Dinghies: cross
out letter indicators of all items not available; complete blanks as
required for items available. (jackets: L = life jackets with lights,
J = life jackets with fluorescein).

ICAO Position Reporting Format

Outside the U.S., position reports are required unless specifical-
ly waived by the controlling agency.
Initial Contact (Frequency Change)
1. Call sign
2. Flight level (if not level, report climbing to or descending to
cleared altitude)
3. Estimating (next position) at (time) GMT
Position Report
1. Call sign
2. Position (if position in doubt, use phonetic identifier; for ocean-
ic reports, first report the latitude, then the longitude, e.g., 50N
60W)
3. Time (GMT) or (UST)
4. Altitude or flight level (if not level, report climbing to or
descending to altitude)
5. Next position
6. Estimated elapsed time (EET)

Citation Excel Developed for training purposes 5-31

April 2002
 US DEPARTMENT OF TRANSPORTATION TIME STARTED SPECIALIST
FEDERAL AVIATION ADMINISTRATION PILOT BRIEFING INITIALS

5-32
(FAA USE ONLY)
FLIGHT PLAN STOPOVER
1. TYPE 2. AIRCRAFT 3. AIRCRAFT TYPE/ 4. TRUE 5. DEPARTURE POINT 6. DEPARTURE TIME 7. CRUSING
IDENTIFICATION SPECIAL EQUIPMENT AIRSPEED ALTITUDE
VFR PROPOSED (Z) ACTUAL (Z)
IFR
DVFR
8. ROUTE OF FLIGHT
CAE SimuFlite

9. DESTINATION (Name of airport 10. EST TIME ENROUTE 11. REMARKS

and city) VNR
FAA Flight Plan Form

HOURS MINUTES

12. FUEL ON BOARD 13. ALTERNATE AIRPORT(S) 14. PILOTS NAME, ADDRESS & TELEPHONE NUMBER & AIRCRAFT HOME BASE 15. NUMBER
ABOARD
HOURS MINUTES

Developed for training purposes

17. DESTINATION CONTACT / TELEPHONE (OPTIONAL)

18. COLOR OF AIRCRAFT CIVIL AIRCRAFT PILOTS. FAR Part 91 requires you to file an IFR flight plan to operate under instrument flight rules in
controlled airspace. Failure to file could result in civil penality not to exceed $1,000 for each violation (Section 901 of the
Federal Aviation Act of 1956, as amended). Filing of a VFR flight plan is recomended as a good operating practice. See also
Part 99 for requirements concerning DVFR flight plans.

FAA Form 7233-1 (8-82) CLOSE VFR FLIGHT PLAN WITH_________________FSS ON ARRIVAL

April 2002
Citation Excel
 Flight Planning

FAA Flight Plan Form

Completion Instructions
Block 1 Check the type flight plan. Check both the VFR and
IFR blocks if composite VFR/IFR.
Block 2 Enter your complete aircraft identification, including
the prefix “N,” if applicable.
Block 3 Enter the designator for the aircraft, or if unknown,
the aircraft manufacturer’s name.
When filing an IFR flight plan for a TCAS equipped air-
craft, add the prefix T for TCAS. Example: T/G4/R.
When filing an IFR flight plan for flight in an aircraft
equipped with a radar beacon transponder, DME
equipment, TACAN-only equipment or a combination
of both, identify equipment capability by adding a
suffix to the AIRCRAFT TYPE, preceded by a slant
(/) as follows:
/X no transponder
/T transponder with no altitude encoding capability
/U transponder with altitude encoding capability
/D DME, but no transponder
/B DME and transponder, but no altitude encoding
capability
/A DME and transponder with altitude encoding
capability
/M TACAN only, but no transponder
/N TACAN only and transponder, but with no alti-
tude encoding capability
/P TACAN only and transponder with altitude
encoding capability
/C RNAV and transponder, but with no altitude encoding
/R RNAV and transponder with altitude encoding
capability
/W RNAV but no transponder

Citation Excel Developed for training purposes 5-33

April 2002
CAE SimuFlite

/G FMS/EFIS/R
This suffix is not to be added to the aircraft iden-
tification or be transmitted by radio as part of the
aircraft identification.
/G Global Positioning System (GPS)/Global
Navigation Satellite System (GNSS) equipped
aircraft with oceanic, enroute, terminal, and GPS
approach capability.
/E Flight Management System (FMS) with baro-
metric Vertical Navigation (VNAV), oceanic,
enroute, terminal, and approach capability.
Equipment requirements are: (a) Dual FMS
which meets the specifications of AC25-15,
Approval of Flight Management Systems in
Transport Category Airplanes; AC20-129,
Airworthiness Approval of Vertical Navigation
(VNAV) Systems for use in the U.S. National
Airspace System (NAS) and Alaska; AC20-130,
Airworthiness Approval of Multi-Sensor
Navigation Systems for use in the U.S. National
Airspace System (NAS) and Alaska; or equiva-
lent criteria as approved by Flight Standards. (b)
A flight director and autopilot control system
capable of following the lateral and vertical FMS
flight path. (c) At least dual inertial reference
units (IRUs). (d) A database containing the way-
points and speed/altitude constraints for the
route and/or procedure to be flown that is auto-
matically loaded into the FMS flight plan. (e) An
electronic map.
/F A single FMS with barometric VNAV, en route,
terminal, and approach capability that meets the
equipment requirements of /E (a) above.

5-34 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Block 4 Enter your true airspeed (TAS).

Block 5 Enter the departure airport identifier code, or if code
is unknown, the name of the airport.
Block 6 Enter the proposed departure time in Coordinated
Universal Time (UTC). If airborne, specify the actu-
al or proposed departure time as appropriate.
Block 7 Enter the appropriate IFR altitude (to assist the
briefer in providing weather and wind information).
Block 8 Define the route of flight by using NAVAID identifier
codes, airways, jet routes, and waypoints.
Block 9 Enter the destination airport identifier code, or if
unknown, the airport name. Include the city name
(or even the state name) if needed for clarity.
Block 10 Enter estimated time enroute in hours and minutes.
Block 11 Enter only those remarks pertinent to ATC or to the
clarification of other flight plan information, such as
the appropriate call sign associated with the desig-
nator filed in Block 2 or ADCUS.
Block 12 Specify the fuel on board in hours and minutes.
Block 13 Specify an alternate airport, if desired or required.
Block 14 Enter the complete name, address, and telephone
number of the pilot in command. Enter sufficient
information to identify home base, airport, or opera-
tor. This information is essential for search and res-
cue operations.
Block 15 Enter total number of persons on board (POB),
including crew.
Block 16 Enter the aircraft’s predominant colors.

Citation Excel Developed for training purposes 5-35

April 2002
CAE SimuFlite

Block 17 Record the FSS name for closing the flight plan. If
the flight plan is closed with a different FSS or
facility, state the recorded FSS name that would
normally have closed your flight plan. Information
transmitted to the destination FSS consists only of
that in Blocks 3, 9, and 10. Estimated time enroute
(ETE) will be converted to the correct estimated
time of arrival (ETA).
Optional Record a destination telephone number to assist
search and rescue contact should you fail to report
or cancel your flight plan within 1/2 hour after your
estimated time of arrival (ETA).

5-36 Developed for training purposes Citation Excel

April 2002
 Flight Planning

ICAO Weather Format

On July 1, 1993, the worldwide (ICAO) and North American aero-
drome weather codes merged into a new international code for
forecasts and reports. The new codes are the result of an effort
to meet revised aeronautical requirements and reduce confusion
in the aviation community.
The United States converted to METAR/TAF format on July 1,
1996 with Terminal Aerodrome Forecast (TAF) replacing the
terminal forecast airport and Meteorological Aviation Routine
weather report (METAR) replacing the Airport Surface Obser-
vation (ASO).
Although the aviation community now uses a standard set of
codes, some differences remain between U.S. and ICAO codes.
For example, the following differences may remain in effect.
❏ Horizontal visibility is reported in statute miles (SM) in the U.S.
code and in meters in the ICAO code. To avoid confusion, the
suffix SM follows the visibility value if it is reported in U.S.
code. Additionally, when forecast visibility in the U.S. exceeds
six statute miles, the prefix P appears (e.g., P6SM - a visibili-
ty forecast greater than six statute miles).
❏ Runway visual range (RVR) is reported in feet (FT) in the U.S.
code and in meters in ICAO code. When RVR is reported for
a U.S. runway, the suffix FT is added (e.g., R27L/2700FT, run-
way 27 left RVR 2,700 ft). RVR is reported only in actual
weather, not a forecast TAF.
❏ Ceiling and visibility okay (CAVOK) is not used in the U.S.
❏ Temperature, turbulence, and icing conditions are not forecast
in a U.S. TAF. Turbulence and icing are forecast in Area
Forecasts (FAS). Surface temperatures are forecast only in
public service and agricultural forecasts.
❏ Trend forecasts are not included in U.S. METARs.

Citation Excel Developed for training purposes 5-37

April 2002
CAE SimuFlite

❏ An altimeter setting in a U.S. METAR is in inches of mercury.

In an ICAO METAR, it is in hectopascals (millibars). To avoid
confusion, a prefix is always assigned: an A for a U.S. report
or a Q for an ICAO report (e.g., A2992 or Q1013).
❏ In the U.S., remarks (RMKs) precede recent (RE) weather and
wind shear (WS) information reported at the end of METARs.
❏ Low level windshear, not associated with convective activity,
will appear in U.S., Canadian, and Mexican TAFs.

5-38 Developed for training purposes Citation Excel

April 2002
 Flight Planning

Sample TAF
A Terminal Aerodrome Forecast (TAF) describes the forecast
prevailing conditions at an airport and covers either a 9-hour peri-
od or a 24-hour period. Nine-hour TAFs are issued every three
hours; 24-hour TAFs are issued every six hours. Amendments
(AMD) are issued as necessary. A newly issued TAF automati-
cally amends and updates previous versions. Also, many foreign
countries issue eighteen hour TAFs at six hour intervals.
The following example has detailed explanations of the
new codes.
KHPN 091720Z 091818 22020KT 3/4SM -SHRA
BKN020CB FM2030 30015G25KT 1500 SHRA
OVC015CB PROB40 2022 1/4SM TSRA OVC008CB
FM2300 27008KT 1 1/2SM -SHRA BKN020
OVC040 TEMPO 0407 00000KT 1/2SM -RABR
VV004 FM1000 22010KT 1/2SM -SHRA OVC020
BECMG 1315 20010KT P6sM NSW SKC
KHPN. ICAO location indicator. The usual 3 letter identifiers we
are familiar with are now preceeded by a K for the contiguous
United States. Alaska and Hawaii will use 4 letter identifiers with
PA and PH respectively. Changes are planned to incorporate
alphabetic identifiers for those weather reporting stations where
numbers and letters are now used (e.g., W10 changed to KHEF).
091720Z. Issuance time. The first two digits (09) indicate the
date; the following four digits (1720) indicate time of day. All times
are in UTC or Zulu.
091818. Valid period. The first two digits (09) indicate the date.
The second two digits (18) are the hour that the forecast period
begins. The last two digits (18) indicate the hour that the forecast
expires. The example is a 24-hour forecast.

Citation Excel Developed for training purposes 5-39

April 2002
CAE SimuFlite

22020KT. Surface wind. The first three digits (220) are true
direction to the nearest 10°. The next two digits (20) indicate
speed. KT indicates the scale is in knots. TAFs may also use
kilometers-per-hour (KMH) or meters per second (MPS). If
gusts are forecast, a G and a two-digit maximum gust speed fol-
low the five-digit wind reading (e.g., 22020G10KT). Five zeros
and the appropriate suffix indicate calm winds (e.g.,
00000KT/KMH/ MPS).
NOTE: Towers, ATIS and airport advisory service report
wind direction as magnetic.

3/4SM. Prevailing horizontal visibility. Visibility (3/4SM) is in stat-

ue miles in the U.S. However, most countries use meters which
appears with no suffix (e.g., 1200).
-SHRA. Weather and/or obstruction to visibility (Table 5-A, page
5-42). The minus sign (-) indicates light, a plus sign (+) indicates
heavy, and no prefix indicates moderate. If no significant weath-
er is expected, the group is omitted. If the weather ceases to be
significant after a change group, the weather code is replaced by
the code for no significant weather (NSW).
BKN020CB. Cloud coverage/height/type. The first three letters
indicate expected cloud coverage. Cloud height is indicated by
the second set of three digits; these are read in hundreds of feet
(or multiples of 30 meters). When cumulonimbus is forecast,
cloud type (CB) follows cloud height.

NOTE: More than one cloud layer may be reported.

When an obscured sky is expected and information on vertical

visibility is available, the cloud group is replaced by a different
five-digit code (e.g., VV004). The first two digits are Vs. The three
figures following indicate vertical visibility in units of 100 ft. For
indefinite vertical visibility, the two Vs would be followed by two
slash marks (VV//).

5-40 Developed for training purposes Citation Excel

April 2002
 Flight Planning

FM2030. Significant change expected in prevailing weather. The

from code (FM) is followed by a four-digit time code (2030).
Prevailing weather conditions consist of surface wind, visibility,
weather, and cloud coverage.
PROB40 2022. Probability (PROB) and a two-digit code for per-
cent (40) is followed by a four-digit code (2022) that indicates a
beginning time (20) and an ending time (22) to the nearest whole
hour for probable weather conditions. Only 30% and 40% prob-
abilities are used; less than these are not sufficient to forecast;
50% and above support the normal forecast.
TEMPO. Temporary change followed by a four-digit time.
Forecasts temporary weather conditions. Indicates that changes
lasting less than an hour and a half may occur anytime between
the two-digit beginning time and two-digit ending time.

Citation Excel Developed for training purposes 5-41

April 2002
CAE SimuFlite

Decoding TAFs
The latter half of the sample TAF is decoded based on the pre-
ceding information.
30015G25KT 1/2SM SHRA OVC015CB
■ Surface winds, 300° true direction
■ Mean speed, 15 kts
■ Gusts, maximum gust 25 kts
■ Visibility, 1/2 statute mile
■ Moderate showers of rain
■ Overcast at 1,500 ft with cumulonimbus clouds
FM2300 27008KT 1 1/2SM -SHRA BKN020 OVC040
■ Significant change expected from 2300 hours
■ Surface winds, 270° true direction at 8 kts
■ Visibility, one and one-half statute mile
■ Light showers of rain
■ Broken clouds at 2,000 ft with a second overcast layer at
4,000 ft
TEMPO 0407 00000KT 1/4SM -RA BR VV004
■ Temporary between 0400 and 0700 hours
■ Calm winds
■ Visibility 1/4 statute mile
■ Light rain and mist
■ Indefinite ceiling, vertical visibility 400 ft
FM1000 22010KT 1/2SM -SHRA OVC020
■ Significant change expected from 1000 hours
■ Surface winds, 220° true direction at 10 kts
■ Visibility, 1/2 statute mile
■ Light showers of rain
■ Overcast skies at 2,000 ft

5-42 Developed for training purposes Citation Excel

April 2002
 Flight Planning

BECMG 1315 20010KT P6SM NSW SKC

■ Change to the forecast conditions between 1300 and 1500
hours
■ Expected surface winds, 200° true direction at 10 kts
■ Visibility, more than 6 statute miles
■ No significant weather
■ Clear skies

Citation Excel Developed for training purposes 5-43

April 2002
CAE SimuFlite

Sample METAR
A routine aviation weather report on observed weather, or
METAR, is issued at hourly or half-hourly intervals. A special
weather report on observed weather, or SPECI, is issued
when certain criteria are met. Both METAR and SPECI use
the same codes.
A forecast highly likely to occur, or TREND, covers a period of
two hours from the time of the observation. A TREND forecast
indicates significant changes in respect to one or more of the fol-
lowing elements: surface wind, visibility, weather, or clouds.
TREND forecasts use many of the same codes as TAFs.
Most foreign countries may append a TREND to a METAR or
SPECI. In the U.S., however, a TREND is not included in a
METAR or SPECI.
The following example indicates how to read a METAR.
KHPN 201955Z 22015G25KT 2SM
R22L/1000FT TSRA OVC010CB 18/16 A2990
RERAB25 BECMG 2200 24035G55
KHPN. ICAO location indicator.
201955Z. Date and time of issuance. METARs are issued hourly.
22015G25KT. Surface wind (same as TAF). If the first three dig-
its are VAR, the wind is variable with wind speed following. If
direction varies 60° or more during the ten minutes immediately
preceding the observation, the two extreme directions are indi-
cated with the letter V inserted between them (e.g., 280V350).

NOTE: G must vary 10 kts or greater to report gust.

2SM. Prevailing horizontal visibility in statute miles. In the U.S.,

issued in statute miles with the appropriate suffix (SM) append-
ed. When a marked directional variation exists, the reported min-
imum visibility is followed by one of the eight compass points to
indicate the direction (e.g., 2SMNE).

5-44 Developed for training purposes Citation Excel

April 2002
 Flight Planning

R22L/1000FT. The runway visual range group. The letter R

begins the group and is followed by the runway description
(22L). The range in feet follows the slant bar (1000FT). In other
countries range is in meters and no suffix is used.
TSRA OVC010CB. Thunderstorms (TS) and rain (RA) with an
overcast layer at 1,000 ft and cumulonimbus clouds.

NOTE: More than one cloud layer may be reported.

18/16. Temperatures in degrees Celsius. The first two digits (18)

are observed air temperature; the last two digits (16) are dew
point temperature. A temperature below zero is reported with a
minus (M) prefix code (e.g., M06).
A2990. Altimeter setting. In the U.S., A is followed by inches and
hundredths; in most other countries, Q is followed by hectopas-
cals (i.e., millibars).
RERAB25. Recent operationally significant condition. A two let-
ter code for recent (RE) is followed by a two letter code for the
condition (e.g., RA for rain). A code for beginning or ending (B or
E) and a two-digit time in minutes during the previous hour.
When local circumstances also warrant, wind shear may also be
indicated (e.g., WS LDG RWY 22).

NOTE: A remark (RMK) code is used in the U.S. to

precede supplementary data of recent operationally signifi-
cant weather.

NOTE: RMK [SLP 013] breaks down SEA LVL press to

nearest tenth (e.g., 1001.3 reported as SLP 013).

Citation Excel Developed for training purposes 5-45

April 2002
CAE SimuFlite

BECMG AT 2200 24035G55. A TREND forecast. The becoming

code (BECMG) is followed by a when sequence (AT 2200) and
the expected change (e.g., surface winds at 240° true at 35 kts
with gusts up to 55 kts).

NOTE: For more information on METAR/TAF, consult the

FAA brochure “New Aviation Weather Format METAR/TAF.”
Copies may be obtained by writing to: FAA/ASY-20, 400 7th
Street, S.W. Washington, DC 20590.

5-46 Developed for training purposes Citation Excel

April 2002
Servicing
Table of Contents
Servicing Record . . . . . . . . . . . . . . . . . . . . . . 6-3
Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Capacities . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel Types . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Fuel Anti-ice Additives . . . . . . . . . . . . . . . . . . . . 6-6
Fueling Procedures – Single Point Fueling . . . . . . . . . 6-8
Fueling Procedures – Over-Wing Fueling . . . . . . . . . 6-9
Defueling – Single Point Method . . . . . . . . . . . . . . 6-9
Defueling – Force Method . . . . . . . . . . . . . . . . . 6-11
Defueling – Suction Method . . . . . . . . . . . . . . . . 6-11
Defueling – Transfer (Crossfeed) Method . . . . . . . . . 6-12
Fuel Limitations and Adjustments . . . . . . . . . . . . . 6-13
Ground Power Unit . . . . . . . . . . . . . . . . . . . . 6-13
Hydraulic Fluid . . . . . . . . . . . . . . . . . . . . . . . 6-13
Approved Hydraulic Fluids . . . . . . . . . . . . . . . . . 6-14
Accumulator Preloads . . . . . . . . . . . . . . . . . . . 6-14
Landing Gear . . . . . . . . . . . . . . . . . . . . . . . . 6-14
Tires and Struts . . . . . . . . . . . . . . . . . . . . . . . 6-14
Emergency Air Bottle . . . . . . . . . . . . . . . . . . . 6-15
Oil – Engine . . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Approved Oils . . . . . . . . . . . . . . . . . . . . . . . . 6-15
Replenishing Oil System . . . . . . . . . . . . . . . . . . 6-16
Oxygen . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16
Toilet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-16

Citation Excel Developed for training purposes 6-1

April 2002
CAE SimuFlite

6-2 Developed for training purposes Citation Excel

April 2002
 Servicing

Servicing Record
DATE QTY DATE QTY

Hydraulic Fluid

Engine Oil

Alcohol

Citation Excel Developed for training purposes 6-3

April 2002
CAE SimuFlite

Servicing Record (continued)

DATE QTY DATE QTY

Pneumatic Bottle

Oxygen

Other

6-4 Developed for training purposes Citation Excel

April 2002
 Servicing

Fuel
Capacities

Aircraft Usable U.S. Gallons Total

Each Tank Total Pounds1

Citation Excel 503 1006 6,790

1 6.75 lbs/gallon

Fuel Types
Fuel conforming to any of the following specifications is
approved for use in the Citation aircraft. Mixing of jet fuel
is permissible.
Jet Fuel
Commercial jet kerosene per CPW 204 specification:
■ Jet A, Jet A-1, Jet B
■ JP-4, JP-5, JP-8.

CAUTION: These fuels, except military JP-5 and JP-8

require the addition of anti-ice additive (MIL-I-27686) or
(MIL-I-85470) or (PFA 55 MB). The additive must be prop-
erly blended and checked for concentration. See Fuel Anti-
ice Additives, page 6-6.

Citation Excel Developed for training purposes 6-5

April 2002
CAE SimuFlite

Fuel Anti-Ice Additives

Anti-Ice additives may be added to any approved fuel with-
out additive. Military JP-5 and JP-8 have refinery pre-blend-
ed anti-icing additive.
Fuel anti-ice additive is not required. Use of an anti-ice additive
is not discouraged. The additive will provide protection from
bacterial and fungal contaminants, and at least occasional
usage will decrease the risk of these microbes.
If anti-ice additive is used, ensure that additive is in a concen-
tration of between 104 gallons to 156 gallons per 20 fl. oz. of
anti-ice additive.

Mixing Procedures (Aerosol Cans)

Fuel Nozzle . . . . . . . . . . . INSERT INTO FUEL FILLER
Fuel Additive Nozzle . . . . . . INSERT INTO FUEL FILLER
Refueling . . . . . . . . . . . . . . . . . . . . . . . . . BEGIN
Blend the additive simultaneously with fuel. Maintain the addi-
tive concentration range in accordance with AFM instructions.

CAUTION: Ensure that additive is directed into flowing

fuel stream and additive flow is started after fuel flow. The
additive should be stopped before fuel flow stops. Do not
allow concentrated additive to contact coated interior of
the fuel tank or the aircraft’s painted surface.

6-6 Developed for training purposes Citation Excel

April 2002
 Servicing

Checking Additive Concentration

After prolonged aircraft storage, water tends to leach out of the
additive and builds up in the fuel. Check for excessive water
accumulation in fuel tank sumps.
To check additive concentration, use a CJMD 128-002 anti-
icing additive concentration test kit available from the Cessna
Aircraft Company. Follow the test kit instructions exactly.

WARNING: Anti-ice additive is toxic. It is dangerous when

inhaled and/or absorbed into the skin. When in contact with
anti-ice additive, use appropriate protective equipment (e.g.
goggles/shield, respirator with organic vapor cartridges,
non-absorbing gloves and additional skin protection). If anti-
ice additive enters the eyes, flush with water and contact a
physician immediately.

Citation Excel Developed for training purposes 6-7

April 2002
CAE SimuFlite

Fueling Procedures – Single-Point Fueling

Required Fuel . . . . . . . . . . . . . . . . . . . DETERMINE
Fuel Supply Unit . . . . . . . . . . . . . . . . . . . GROUND
Fuel Supply Unit to Airplane . . . . . . . . . . . . . GROUND
Fuel Nozzle to Airplane . . . INTERNAL TO SINGLE-POINT
NOZZLE
Single-Point Service Door . . . . . . . . . . . . . . . . OPEN
Fuel Nozzle . . . . . . . . . . . . . . . . . . . . CONNECTED
Flow . . . . . . . . . . . . . . . . . . . . . . . . . . STARTED
Pre-Check Levers . . . . . . . . . . . BOTH OUT (CLOSED)
Fuel Flow . . . . . . . . . STOPPED WITHIN 30 SECONDS
Pre-Check Levers . . . . . . . . . . . . . . BOTH IN (OPEN)
Required Fuel . . . . . . . . . . . . . . . . . . . . . . . . ADD
Nozzle . . . . . . . . . . . . . . . . . . REMOVE AND STOW
Grounds . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Single-Point Service Door . . . . . . . . . . . . . . SECURED

NOTE: Depending upon service bulletins, unequal

fueling rates may occur during Single-Point Fueling.
This may be avoided by monitoring of fuel levels in the
cockpit, and a pre-check valve closed when the
desired level is reached in the fuller tank.

CAUTION: If the pre-check test fails, the Single-Point

Fueling System must not be used until repaired. System
damage or spills can occur.

6-8 Developed for training purposes Citation Excel

April 2002
 Servicing

Fueling Procedures – Over-Wing Fueling

Required Fuel . . . . . . . . . . . . . . . . . . . DETERMINE
Fuel Supply Unit . . . . . . . . . . . . . . . . . . . GROUND
Fuel Supply Unit to Airplane . . . . . . . . . . . . . GROUND
Fuel Nozzles to Airplane . . . . . . . . . . . . . . . GROUND
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Protective Pad . . . . . . . . . . . . . . . . . . . . . INSTALL
Required Fuel . . . . . . . . . . . . . . . . . . . . . . . . ADD
Protective Pad . . . . . . . . . . . . . . . . . . . . . REMOVE
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . REPLACE
Ground Wires . . . . . . . . . . . . . . . . . . . . . REMOVE

Defueling – Single Point Method

Single-point defueling of the airplane is the preferred method to
be utilized whenever possible. In the event single-point refuel-
ing/defueling equipment is not available or a system malfunc-
tion prevents single-point defueling, an alternate defueling
method must be utilized.
Refuel/Defuel Control Panel . . . . . . . . . . . . . . . OPEN
The access door is located on the right side of the fuselage
fairing forward of the wing leading edge.

Citation Excel Developed for training purposes 6-9

April 2002
CAE SimuFlite

Aircraft/Defueling Equipment . . . . . . . . . . . . . GROUND

Adapter (receptacle) Cover . . . . . . . . . . . . . . REMOVE
Nozzle into the receptacle . . . . . . . . . . . . . . . INSERT
Turn clockwise and latch in place; open nozzle.

NOTE: Each wing fuel tank incorporates a defuel shut-

off valve. The defuel shutoff valves are connected to
manual defuel select shutoff valves which may be
used to deactivate defueling of either wing tank during
defueling operation.

Defuel Shutoff Valve

(at left or right wing tank) . . . . . . . . . . . . DEACTIVATE
Open the access door on lower fairing panel and pull han-
dle(s) on manual defuel select shutoff valves(s) outward to
extended/horizontal position.
Defueling . . . . . . . . . . . . . . . . . . . . . . . . . START
Monitor the operation.
When the tank(s) are empty:
Defueling Equipment . . . . . . . . . . . . . . . SHUTDOWN
Nozzle from the Receptacle . . . . . . . . . . . . . REMOVE
Manual Defuel Select Shutoff Valve . . . . . . . . . . CLOSE
If opened, return valve handle to stowed/vertical position.
Manual Defuel Select Shutoff Valve
access door . . . . . . . . . . . . . . . . . . . . . . . CLOSE
Receptacle Cap . . . . . . . . . . . . . . . . . . . . INSTALL
Refuel/Defuel Control Panel
access door. . . . . . . . . . . . . . . . . . . . . . . . CLOSE

6-10 Developed for training purposes Citation Excel

April 2002
 Servicing

Defueling – Force Method

Lower Engine Cowl . . . . . . . . . . . . . . . . . . REMOVE
Engine Fuel Supply Line (at fuel control) . . . DISCONNECT
Suction/Fuel Line . . . . . . . . . . . . . . . . . . . . ATTACH
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
External Power . . . . . . . . . . . . . . . . . . . . CONNECT
L or R Boost Pump . . . . . . . . . . . . . . . . . . . . . . ON
Do not rely on the boost pump sound to determine cavitation
because the sound varies with fuel depth. The boost pump
must be submerged in fuel during defueling to ensure ade-
quate cooling and lubrication.

CAUTION: To prevent possible damage to the boost pump,

do not operate the boost pump after the LOW FUEL PRESS
annunciator illuminates.

Required Fuel . . . . . . . . . . . . . . . . . . . . . REMOVE

Boost Pump . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Suction/Fuel Line . . . . . . . . . . . . . . . . . . . REMOVE
Fuel Supply Line . . . . . . . . . . . . . . . . . . . CONNECT
Engine Cowl . . . . . . . . . . . . . . . . . . . . . REPLACE
If required, remove residual fuel from wing sump drain valves.

Defueling – Suction Method

Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . REMOVE
Suction Line . . . . . . . . . . . . . . . . . . . . . . . INSERT
Required Fuel . . . . . . . . . . . . . . . . . . . . . REMOVE
Suction Line . . . . . . . . . . . . . . . . . . . . . . REMOVE
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . REPLACE
Citation Excel Developed for training purposes 6-11
April 2002
CAE SimuFlite

Defueling – Transfer (Crossfeed) Method

Determine if space is available in the opposite wing tank to
accept the quantity of fuel to be transferred.
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ON
External Power . . . . . . . . . . . . . . . . . . . . CONNECT
Boost Pump Switches . . . . . . . . . . . . . . . . . NORMAL
Do not rely on the boost pump sound to determine cavitation
because the sound varies with fuel depth. The boost pump
must be submerged in fuel during defueling to ensure ade-
quate cooling and lubrication.
Throttles . . . . . . . . . . . . . . . . . . . . . . . . CUTOFF
Crossfeed . . . . . . . . . . . . . . . . . . . . . . L or R TANK
To crossfeed, ensure the boost pump is off on the side oppo-
site the selected tank.

CAUTION: To prevent possible damage to the boost pump,

do not operate the boost pump after the LOW FUEL PRESS
annunciator illuminates.

When low fuel pressure annunciator illuminates:

Crossfeed . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
Boost Pump Switches . . . . . . . . . . . . . . . . . . . OFF
External Power . . . . . . . . . . . . . . . . . DISCONNECT
Battery . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF

6-12 Developed for training purposes Citation Excel

April 2002
 Servicing

Fuel Limitations and Adjustments

JET A, A-1,
JP-5 & JP-8 JET B & JP-4

Minimum Fuel Temp. -40ºC -45ºC

Maximum Fuel Temp. +57ºC Note 2
Maximum Altitude 45,000 ft Note 2
Maximum Asymmetric
Fuel Differential for
Normal Operations 400 lbs 400 lbs
Emergency Asymmetric
Fuel Differential1 800 lbs 800 lbs
Notes
1Maximum lateral fuel imbalance is 400 lbs. A lateral fuel imbalance of 800 lbs has
been demonstrated for emergency return.
2Refer to Jet B/JP-4 Fuel Operating Limitations in Limitations section.

Ground Power Unit

DC Voltage . . . . . . . . . . . 28V DC, 800 TO 1,000 AMPS
Always disconnect the GPU from the aircraft when the GPU
is turned off.

Hydraulic Fluid
Service with approved fluid. Maintenance personnel normally
service the main hydraulic reservoir; servicing requires equip-
ment that delivers hydraulic fluid under pressure.
Hydraulic Reservoir Capacity . . . . . 6.2 U.S. Qts (5.9 liters)
Brake System Reservoir . . . . . . . 1.8 U.S. Qts (1.6 liters)

Citation Excel Developed for training purposes 6-13

April 2002
CAE SimuFlite

Approved Hydraulic Fluids

■ Skydrol 500 A ■ Hyjet
■ Skydrol 500 B ■ Hyjet W
■ Skydrol 500 B-4 ■ Hyjet III
■ Skydrol 500 C ■ Hyjet IV
■ Skydrol LD-4 ■ Hyjet IVA
■ Hyjet IVA Plus
Mixing hydraulic fluids does not impair system operation.

Accumulator Preloads
Brake Accumulator . . . . . . . . . . . . . . . . . Per Placard

TEMP (°F) - 65 10 50 70 95 130

PRESS (PSI) 500 600 650 675 700 750

Gear/Brake Pneumatic . . . . . . . . . . . . . . . Per Placard

TEMP (°F) - 40 0 70 100 130

PRESS (PSI) 1500 1650 1950 2000 2050

Landing Gear
Tires and Struts
Main Wheels Tire Inflation . . . . . . . . . . . . 210 ±5 PSIG
Nose Wheel Tire Inflation . . . . . . . . . . . . . . 130 ±5 PSI
Main Strut Inflation (fully fueled) . . . . . . . . . . 2 INCHES
Nose Strut Tire Inflation (fully fueled) . . . . . . . . 3 INCHES

6-14 Developed for training purposes Citation Excel

April 2002
 Servicing

Emergency Air Bottle

Have maintenance personnel service the emergency gear and
brake bottle when the pressure gage reads below 1,800 PSI.
Refill the bottle with pressure nitrogen to 2,050 PSI via a charg-
ing valve on the bottle behind the right baggage compartment
aft liner.

Oil – Engine
Oil Tank Capacity . . . . . . . . . . . . . . . . . 6.13 U.S. Qts
Oil Tank Usable . . . . . . . . . . . . . . . . . . 2.14 U.S. Qts
Maximum Consumption . . . . . . . . . . . . . . . 0.3 LB/HR
(1 U.S. QT EVERY 6 HRS)
Minimum Oil Temp for Starting . . . . . . . . . . . . . . -40°C

Approved Oils
■ Exxon Turbo Oil 2380
■ Castrol 5000
■ Aeroshell Turbine Oil 500 and 560*
■ Royco Turbine Oil 500
■ Mobil Jet II and 254*
■ Oils listed in Pratt & Whitney SB No. 7001.
*Denotes “third generation” lubricants

CAUTION: When changing from an existing lubricant for-

mulation to a “third generation” lubricant formulation
(Aeroshell Turbine oil 560 or Mobil 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 gen-
eration oils, refer to engine manufactuer’s pertinent oil ser-
vice bulletins.

Citation Excel Developed for training purposes 6-15

April 2002
CAE SimuFlite

Replenishing Oil System

To add a dissimilar oil, use any approved oil brand if the total
quantity of added oil does not exceed two U.S. quarts in any
400-hour period. If more than two U.S. quarts of dissimilar oil
brands are needed, drain and flush complete oil system, then
refill with an approved oil in accordance with Engine
Maintenance Manual.
Oil Tank Access Door . . . . . . . . . . . . . . . . . . . OPEN
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . UNLOCK
Oil Level . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
Oil Tank . . . . . . . . . . . . . . . . . . . . . . . . . . REFILL
Filler Cap . . . . . . . . . . . . . . . . . . . . . . . . . . LOCK
Oil Tank Access Door . . . . . . . . . . . . . . . . . . CLOSE

Oxygen
The oxygen filler valve is inside the access door in the right for-
ward avionics compartment, near the aft of the compartment.
Maintenance personnel fill the bottle with MIL-O-27210 Type I
breathing oxygen. Check the cockpit gage during servicing to
prevent overfill.
Maximum Pressure . . . . . . . . . . . . . . . . . . 1,800 PSI
Minimum Pressure . . . . . . . . . . . . . . . . . . 1,600 PSI

Toilet
The aircraft may be equipped with either an aft carry out flush
toilet or an externally serviceable flush toilet. Both types require
servicing when the liquid level becomes too low or when liquid
appears to have incorrect chemical balance. Instructions for
servicing the toilets are found in Aircraft Maintenance Manual,
Chapter 12.

6-16 Developed for training purposes Citation Excel

April 2002
Emergency Information
Table of Contents
The ABCs of Emergency CPR . . . . . . . . . . . . . . 7-3
Heart Attack . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
Choking . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-5
Emergency Equipment Record . . . . . . . . . . . . . . 7-6
Emergency Exit Door . . . . . . . . . . . . . . . . . . . . 7-7

Citation Excel Developed for training purposes 7-1

April 2002
CAE SimuFlite

7-2 Developed for training purposes Citation Excel

April 2002
 Emergency Information

The ABCs of Emergency CPR

Establish victim’s unresponsiveness.
Gently shake victim and shout, “Are you all right?”

AIRWAY
■ Open airway: lift chin, tilt head. (jaw thrust without head tilt.)
■ Look for chest movement.
■ Listen for sound of breathing.
■ Feel for breath on your cheek.

BREATHING
If not breathing:
■ Tilt head position – cover nose & mouth with pocket mask.
■ Give two full breaths (2 seconds each) while maintaining air-
tight seal using a barrier device (i.e., pocket mask).

CIRCULATION
■ Check for signs of circulation.
■ Signs of circulation can include:
• pulse
• breathing
• coughing
• movement
■ If no signs of circulation:
■ Begin external chest compressions by locating hand posi-
tion mid point between the nipples (hands should be on the
lower half of sternum (breastbone)) and place heal of hand
on breastbone.

Citation Excel Developed for training purposes 7-3

April 2002
CAE SimuFlite

■ Perform 15 compressions of 11/2 to 2 inches at a rate of 100

compressions per minute. (Count, “One and two and three
and …,” etc.) Come up smoothly, keeping hand contact with
victim’s chest at all times.
■ Repeat the cycle of two breaths, 15 compressions until signs
of circulation return. If present, continue breathing until med-
ical assistance is available.

Heart Attack
Signals
■ Pressure, squeezing, fullness, or pain in center of chest
behind breastbone.
■ Sweating
■ Nausea
■ Shortness of breath
■ Feeling of weakness
Actions for Survival
■ Recognize signals
■ Stop activity and lie or sit down
■ Provide oxygen if available
■ If signals persist greater than two minutes, get victim to med-
ical assistance.

7-4 Developed for training purposes Citation Excel

April 2002
 Emergency Information

Choking
If victim can cough or speak:
■ encourage continued coughing
■ provide oxygen if available.
If victim cannot cough or speak:
■ perform (abdominal thrusts):
1. stand behind victim; wrap arms around victim’s waist
2. place fist of one hand (knuckles up) in upper abdomen*
3. grasp fist with opposite hand
4. press fist into upper abdomen* with quick, inward and
upward thrusts
5. perform maneuver until foreign body is expelled
■ provide supplemental oxygen if available.
* If victim is pregnant or obese, perform chest thrusts instead
of abdominal thrusts.

Citation Excel Developed for training purposes 7-5

April 2002
CAE SimuFlite

Emergency Equipment Record

Emergency Date Last
Location
Equipment Serviced

First Aid Kit

Fire Extinguisher(s)

Fire Axe

Life Raft

Life Vests

Therapeutic
Oxygen

Overwater
Survival Kit

Other:

7-6 Developed for training purposes Citation Excel

April 2002
 Emergency Information

Emergency Exit Door

The plug-type emergency exit door on the right aft side of the
cabin at the aft end of the passenger compartment opens
inward for quick egress. The emergency exit is connected to
the EMER EXIT warning circuit. The amber annunciator flash-
es and the master caution illuminates steady indicating poten-
tial failure of the emergency exit door hinges, or improper posi-
tion of the emergency door handle. It can be locked only from
the inside with a locking pin.

Emergency Exit Limitation

Locking pin must be removed from emergency exit prior to
flight.

CAUTION: Position the aft, right seat fully aft, upright, and
outboard during takeoff and landing to ensure easy access
to the emergency exit.

Citation Excel Developed for training purposes 7-7

April 2002
CAE SimuFlite

7-8 Developed for training purposes Citation Excel

April 2002
Conversion Tables
Table of Contents
Distance Conversion . . . . . . . . . . . . . . . . . . . . 8-3
Meters/Feet . . . . . . . . . . . . . . . . . . . . . . . . . . 8-3
Statute Miles/Kilometers/Nautical Miles . . . . . . . . . . 8-4
Kilometers/Nautical Miles/Statute Miles . . . . . . . . . . 8-5
Weight Conversion . . . . . . . . . . . . . . . . . . . . . 8-6
Fuel Weight to Volume Conversion . . . . . . . . . . . 8-7
Volume Conversion . . . . . . . . . . . . . . . . . . . . . 8-8
Temperature Conversion . . . . . . . . . . . . . . . . . . 8-9
International Standard Atmosphere (ISA) . . . . . . . 8-10
Altimeter Setting Conversion . . . . . . . . . . . . . . 8-11
Cabin Altitude . . . . . . . . . . . . . . . . . . . . . . . 8-12

Citation Excel Developed for training purposes 8-1

April 2002
CAE SimuFlite

8-2 Developed for training purposes Citation Excel

April 2002
 Conversion Tables

Distance Conversion
Feet/Meters

FEET METERS FEET METERS

15000 4572 7400 2256

14800 4511 7200 2195
14600 4450 7000 2134
14400 4389 6800 2073
14200 4328 6600 2012
14000 4267 6400 1951
13800 4206 6200 1890
13600 4145 6000 1829
13400 4084 5800 1768
13200 4023 5600 1707
13000 3962 5400 1646
12800 3901 5200 1585
12600 3840 5000 1524
12400 3780 4800 1463
12200 3719 4600 1402
12000 3658 4400 1341
11800 3597 4200 1280
11600 3536 4000 1219
11400 3475 3800 1158
11200 3414 3600 1097
11000 3353 3400 1036
10800 3292 3200 975
10600 3231 3000 914
10400 3170 2800 853
10200 3109 2600 792
10000 3048 2400 732
9800 2987 2200 671
9600 2926 2000 610
9400 2865 1800 549
9200 2804 1600 488
9000 2743 1400 427
8800 2682 1200 366
8600 2621 1000 305
8400 2560 800 244
8200 2499 600 183
8000 2438 400 122
7800 2377 200 61
7600 2316 0 0

Citation Excel Developed for training purposes 8-3

April 2002
CAE SimuFlite

Statute Miles/Kilometers/Nautical Miles

Statute Miles Kilometers Nautical Miles

.62137 1 .53996
1.24 2 1.08
1.86 3 1.62
2.49 4 2.16
3.11 5 2.70
3.73 6 3.24
4.35 7 3.78
4.97 8 4.32
5.59 9 4.86
6.21 10 5.40
12.43 20 10.80
18.64 30 16.20
24.85 40 21.60
31.07 50 27.00
37.28 60 32.40
43.50 70 37.80
49.71 80 43.20
55.92 90 48.60
62.14 100 54.00
124.27 200 107.99
186.41 300 161.99
248.55 400 215.98
310.69 500 269.98
372.82 600 323.98
434.96 700 377.97
497.10 800 431.97
559.23 900 485.96
621.37 1000 539.96

8-4 Developed for training purposes Citation Excel

April 2002
 Conversion Tables

Statute Miles/Kilometers/Nautical Miles

Kilometers Nautical Miles Statute Miles

1.8520 1 1.1508
3.70 2 2.30
5.56 3 3.45
7.41 4 4.60
9.26 5 5.75
11.11 6 6.90
12.96 7 8.06
14.82 8 9.21
16.67 9 10.36
18.52 10 11.51
37.04 20 23.02
55.56 30 34.52
74.08 40 46.03
92.60 50 57.54
111.12 60 69.05
129.64 70 80.56
148.16 80 92.06
166.68 90 103.57
185.20 100 115.08
370.40 200 230.16
555.60 300 345.24
740.80 400 460.32
926.00 500 575.40
1111.20 600 690.48
1296.40 700 805.56
1481.60 800 920.64
1666.80 900 1035.72
1852.00 1000 1150.80

Citation Excel Developed for training purposes 8-5

April 2002
CAE SimuFlite

Weight Conversion
Lbs/Kilograms
POUNDS KILOGRAMS POUNDS KILOGRAMS

20200 9162 12200 5534

20000 9072 12000 5443
19800 8981 11800 5352
19600 8890 11600 5262
19400 8799 11400 5171
19200 8709 11200 5080
19000 8618 11000 4990
18800 8527 10800 4899
18600 8436 10600 4808
18400 8346 10400 4717
18200 8255 10200 4627
18000 8164 10000 4536
17800 8074 9800 4445
17600 7983 9600 4354
17400 7892 9400 4263
17200 7801 9200 4173
17000 7711 9000 4082
16800 7620 8800 3991
16600 7529 8600 3900
16400 7439 8400 3810
16200 7348 8200 3719
16000 7257 8000 3628
15800 7166 7800 3538
15600 7076 7600 3447
15400 6985 7400 3356
15200 6894 7200 3265
15000 6804 7000 3175
14800 6713 6800 3084
14600 6622 6600 2993
14400 6532 6400 2903
14200 6441 6200 2812
14000 6350 6000 2721
13800 6260 5800 2630
13600 6169 5600 2540
13400 6078 5400 2449
13200 5988 5200 2358
13000 5897 5000 2268
12800 5806 4800 2177
12600 5715 4600 2086
12400 5625 4400 1995
8-6 Developed for training purposes Citation Excel
April 2002
 Conversion Tables

Fuel Weight to Volume

TURBINE FUEL Volume/Weight

(up to 5 lbs variation per 100 gallons due to fuel grade and temperature)
U.S. U.S.
Gal Lbs Gal Lbs Ltr Lbs Ltr Lbs Ltr Kg Ltr Kg
.15 1 6.7 .57 1 1.8 1.25 1 .8
.30 2 13.4 1.14 2 3.6 2.50 2 1.6
.45 3 20.1 1.71 3 5.4 3.75 3 2.4
.60 4 26.8 2.28 4 7.2 5.00 4 3.2
.75 5 33.5 2.85 5 9.0 6.25 5 4.0
.90 6 40.2 3.42 6 10.8 7.50 6 4.8
1.05 7 46.9 3.99 7 12.6 8.75 7 5.6
1.20 8 53.6 4.56 8 14.4 10.00 8 6.4
1.35 9 60.3 5.13 9 16.2 11.25 9 7.2
1.5 10 67 5.7 10 18 12.5 10 8
3.0 20 134 11.4 20 36 25.0 20 16
4.5 30 201 17.1 30 54 37.5 30 24
6.0 40 268 22.8 40 72 50.0 40 32
7.5 50 335 28.5 50 90 62.5 50 40
9.0 60 402 34.2 60 108 75.0 60 48
10.5 70 469 39.9 70 126 87.5 70 56
12.0 80 536 45.6 80 144 100.0 80 64
13.5 90 603 51.3 90 162 113.5 90 72
15 100 670 57 100 180 125 100 80
30 200 1340 114 200 360 250 200 160
45 300 2010 171 300 540 375 300 240
60 400 2680 228 400 720 500 400 320
75 500 3350 285 500 900 625 500 400
90 600 4020 342 600 1080 750 600 480
105 700 4690 399 700 1260 875 700 560
120 800 5360 456 800 1440 1000 800 640
135 900 6030 513 900 1620 1125 900 720

150 1000 6700 570 1000 1800 1250 1000 800

Citation Excel Developed for training purposes 8-7

April 2002
CAE SimuFlite

Volume Conversion
U.S. Imp U.S. Imp U.S. Imp
Gal. Gal. Ltr Gal. Gal. Ltr Gal. Gal. Ltr
10 8.3 37.9 310 258.1 1173.4 610 507.9 2308.9
20 16.7 75.7 320 266.5 1211.2 620 516.3 2346.7
30 25.0 113.6 330 274.8 1249.1 630 524.6 2384.6
40 33.3 151.4 340 283.1 1286.9 640 532.9 2422.4
50 41.6 189.3 350 291.4 1324.8 650 541.2 2460.3
60 50.0 227.1 360 299.8 1362.6 660 549.6 2498.1
70 58.3 265.0 370 308.1 1400.5 670 557.9 2536.0
80 66.6 302.8 380 316.4 1438.3 680 566.2 2573.8
90 74.9 340.7 390 324.7 1476.2 690 574.5 2611.7
100 83.3 378.5 400 333.1 1514.0 700 582.9 2649.5
110 91.6 416.4 410 341.4 1551.9 710 591.2 2687.4
120 99.9 454.2 420 349.7 1589.7 720 599.5 2725.2
130 108.2 492.1 430 358.0 1627.6 730 607.8 2763.1
140 116.6 529.9 440 366.4 1665.4 740 616.2 2800.9
150 124.9 567.8 450 374.7 1703.3 750 624.5 2838.8
160 133.2 605.6 460 383.0 1741.1 760 632.8 2876.6
170 141.6 643.5 470 391.4 1779.0 770 641.2 2914.5
180 149.9 681.3 480 399.7 1816.8 780 649.5 2952.3
190 158.2 719.2 490 408.0 1854.7 790 657.8 2990.2
200 166.5 757.0 500 416.3 1892.5 800 666.1 3028.0
210 174.9 794.9 510 424.7 1930.4 810 674.5 3065.9
220 183.2 832.7 520 433.0 1968.2 820 682.8 3103.7
230 191.5 870.6 530 441.3 2006.1 830 691.1 3141.6
240 199.8 908.4 540 449.6 2043.9 840 699.4 3179.4
250 208.2 946.3 550 458.0 2081.8 850 707.8 3217.3
260 216.5 984.1 560 466.3 2119.6 860 716.1 3255.1
270 224.8 1022.0 570 474.6 2157.5 870 724.4 3293.0
280 233.1 1059.8 580 482.9 2195.3 880 732.7 3330.8
290 241.5 1097.7 590 491.3 2233.2 890 741.1 3368.7
300 249.8 1135.5 600 499.6 2271.0 900 749.4 3406.5

8-8 Developed for training purposes Citation Excel

April 2002
 Conversion Tables

Temperature Conversion
DEG. DEG. DEG. DEG. DEG. DEG. DEG. DEG. DEG. DEG. DEG. DEG.
C F C F C F C F C F C F
-100 -148 -74 -101 -48 -54 -22 -8 4 39 30 86
-99 -146 -73 -99 -47 -53 -21 -6 5 41 31 88
-98 -144 -72 -98 -46 -51 -20 -4 6 43 32 90
-97 -143 -71 -96 -45 -49 -19 -2 7 45 33 91
-96 -141 -70 -94 -44 -47 -18 0 8 46 34 93
-95 -139 -69 -92 -43 -45 -17 1 9 48 35 95
-94 -137 -68 -90 -42 -44 -16 3 10 50 36 97
-93 -135 -67 -89 -41 -42 -15 5 11 52 37 99
-92 -134 -66 -87 -40 -40 -14 7 12 54 38 100
-91 -132 -65 -85 -39 -38 -13 9 13 55 39 102
-90 -130 -64 -83 -38 -36 -12 10 14 57 40 104
-89 -128 -63 -81 -37 -35 -11 12 15 59 41 106
-88 -126 -62 -80 -36 -33 -10 14 16 61 42 108
-87 -125 -61 -78 -35 -31 -9 16 17 63 43 109
-86 -123 -60 -76 -34 -29 -8 18 18 64 44 111
-85 -121 -59 -74 -33 -27 -7 19 19 66 45 113
-84 -120 -58 -72 -32 -26 -6 21 20 68 46 115
-83 -117 -57 -71 -31 -24 -5 23 21 70 47 117
-82 -116 -56 -69 -30 -22 -4 25 22 72 48 118
-81 -114 -55 -67 -29 -20 -3 27 23 73 49 120
-80 -112 -54 -65 -28 -18 -2 28 24 75 50 122
-79 -110 -53 -63 -27 -17 -1 30 25 77 51 124
-78 -108 -52 -62 -26 -15 0 32 26 79 52 126
-77 -107 -51 -60 -25 -13 1 34 27 81 53 127
-76 -105 -50 -58 -24 -11 2 36 28 82 54 129
-75 -103 -49 -56 -23 -9 3 37 29 84 55 131

Citation Excel Developed for training purposes 8-9

April 2002
CAE SimuFlite

International Standard Atmosphere (ISA)

Altitude/Temperature

ALTITUDE ISA ALTITUDE ISA

FEET DEG. C FEET DEG. C
SEA LEVEL 15.0 23000 -30.5
1000 13.0 24000 -32.5
2000 11.0 25000 -34.5
3000 9.1 26000 -36.5
4000 7.1 27000 -38.4
5000 5.1 28000 -40.4
6000 3.1 29000 -42.4
7000 1.1 30000 -44.4
8000 -0.8 31000 -46.3
9000 -2.8 32000 -48.3
10000 -4.8 33000 -50.3
11000 -6.8 34000 -52.3
12000 -8.8 35000 -54.2
13000 -10.7 36000 -56.2
14000 -12.7 37000 -56.5
15000 -14.7 38000 -56.5
16000 -16.7 39000 -56.5
17000 -18.7 40000 -56.5
18000 -20.6 41000 -56.5
19000 -22.6 42000 -56.5
20000 -24.6 43000 -56.5
21000 -26.6 44000 -56.5
22000 -28.5 45000 -56.5

8-10 Developed for training purposes Citation Excel

April 2002
 Conversion Tables

Pressure Conversion
Inches of Mercury to Millibars

Inches of Mercury Millibars

28.0 948
28.1 951
28.2 955
28.3 958
28.4 962
28.5 965
28.6 968
28.7 972
28.8 975
28.9 979
29.0 982
29.1 985
29.2 989
29.3 992
29.4 995
29.5 999
29.6 1002
29.7 1006
29.8 1009
29.9 1012
30.0 1016
30.1 1019
30.2 1023
30.3 1026
30.4 1029
30.5 1033
30.6 1036
30.7 1040
30.8 1043
30.9 1046
31.0 1050

Citation Excel Developed for training purposes 8-11

April 2002
CAE SimuFlite

Cabin Altitude

45
40

35
10
AIRPLANE ALTITUDE 1000 FT

30
8
7

I
PS
25

E
6

R
SU
5

ES
3 PR
AL 4

20
TI
EN

2
R
FE

1
IF

15
D

10
0 5 10 15 20 25
CABIN ALTITUDE 1000 FT

8-12 Developed for training purposes Citation Excel

April 2002